Vehicle control methods, computer storage media and vehicles

Abstract

This invention discloses a vehicle control method, a computer storage medium, and a vehicle. The vehicle control method includes: in the event of a power battery failure and engine failure, providing the necessary electrical energy to the vehicle's high-voltage bus for starting the engine using an energy source other than the power battery. The energy source includes at least the electrical energy generated by the drive motor in voltage regulation mode and / or the electrical energy generated by the reverse boosting of the DC / DC module. This method enables engine starting even in the event of a power battery failure, effectively ensuring the vehicle's driving needs.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a vehicle control method, a computer storage medium, and a vehicle. Background Technology

[0002] Hybrid electric vehicles have two power sources: a battery and an engine. When the battery fails and cannot provide power, the engine drives a generator, entering a voltage-stabilized power generation mode. The electricity generated by the generator is then directly used to power the entire vehicle, ensuring that the vehicle still has driving capability and low-voltage power supply capability. However, this emergency driving method after a battery failure requires the vehicle to be in hybrid mode and the engine to be running, which greatly limits its application scenarios. Summary of the Invention

[0003] This invention aims to at least solve one of the technical problems existing in the prior art. Therefore, one objective of this invention is to provide a vehicle control method that enables engine starting even in the event of a power battery failure, effectively ensuring the vehicle's driving needs.

[0004] The second objective of this invention is to provide a computer storage medium.

[0005] The third objective of this invention is to provide a vehicle.

[0006] To address the aforementioned problems, a first aspect of the present invention provides a vehicle control method, comprising: in the event of a power battery failure and the engine not starting, using an energy source other than the power battery to provide the electrical energy required to start the engine to the vehicle's high-voltage bus, wherein the energy source includes at least the electrical energy generated by the drive motor in voltage regulation mode and / or the electrical energy generated by the DC / DC module after reverse voltage boost.

[0007] According to the vehicle control method of the present invention, when the power battery fails and the engine is not started, an energy source other than the power battery is used to provide electrical energy to the high-voltage bus, thereby enabling the engine to start under the action of the high-voltage bus electrical energy. This allows the engine to start without relying on the residual power of the high-voltage battery or the vehicle being in hybrid mode, ensuring that the vehicle's driving capability can be restored regardless of the vehicle's state when the power battery fails, achieving true full-condition coverage.

[0008] In some embodiments, using an energy source other than the power battery in the vehicle to provide the electrical energy required to start the engine to the vehicle's high-voltage bus includes: when the vehicle is currently in a driving state and the vehicle speed is greater than a preset threshold, controlling the drive motor to switch to a voltage stabilization mode to maintain the high-voltage bus voltage at a target value using the vehicle's inertial kinetic energy; and starting the engine at the target value.

[0009] In some embodiments, the method further includes: in the voltage stabilization mode, in response to a braking signal, acquiring the actual negative torque of the drive motor; determining a hydraulic braking torque based on the driver's required braking torque and the actual negative torque; and controlling the vehicle to brake based on the hydraulic braking torque.

[0010] In some embodiments, the hydraulic braking torque is the difference between the required braking torque and the actual negative torque.

[0011] In some embodiments, using an energy source other than the power battery in the vehicle to provide the electrical energy required to start the engine to the vehicle's high-voltage bus includes: when the vehicle is currently stationary or the vehicle speed is below a preset threshold, controlling the DC / DC module to enter a reverse boost mode to reverse boost the output voltage of the low-voltage battery to the operating voltage required by the high-voltage bus; and starting the engine under the operating voltage.

[0012] In some embodiments, controlling the DC / DC module to enter reverse boost mode includes: controlling the DC / DC module to use voltage closed-loop control to boost the output voltage of the low-voltage battery to the operating voltage.

[0013] In some embodiments, starting the engine includes: controlling a generator to drive the engine to a starting speed under the power supplied by the high-voltage bus, so as to start the engine.

[0014] In some embodiments, the method further includes: after starting the engine, controlling the generator to switch to a voltage regulation mode so that the engine drives the generator to supply power to the high-voltage bus; and controlling the drive motor to switch to a torque control mode to drive the vehicle.

[0015] A second aspect of the present invention provides an electronic device, including a processor and a memory, wherein the memory stores a computer program, and when the program is executed by the processor, it implements the vehicle control method as described in the above embodiments.

[0016] A third aspect of the present invention provides a vehicle, an electronic device as described in the above embodiments; or, includes: at least one processor; a memory communicatively connected to at least one of the processors; wherein the memory stores a computer program executable by at least one of the processors, and the at least one processor executes the computer program to implement the vehicle control method described in the above embodiments.

[0017] According to embodiments of the present invention, the vehicle can still start the engine in the event of a power battery failure, effectively ensuring the power supply needs of the entire vehicle.

[0018] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0019] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a vehicle architecture diagram according to an embodiment of the present invention; Figure 2 This is a flowchart of a vehicle control method according to an embodiment of the present invention; Figure 3 This is a flowchart of a vehicle control method according to another embodiment of the present invention; Figure 4 This is a structural diagram of a vehicle according to an embodiment of the present invention. Detailed Implementation

[0020] The embodiments of the present invention are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of the present invention are described in detail below.

[0021] Hybrid electric vehicles have dual power sources: a battery and an engine. When the battery fails and cannot provide power, the main contactor disconnects, and the engine drives a generator, entering a voltage-stabilized power generation mode. The electricity generated by the generator is directly used to power the drive motor and the DC-DC converter, ensuring that the vehicle still has driving capability and low-voltage power supply capability. Current emergency driving technology after battery failure requires the vehicle to be in hybrid mode with the engine running, which limits its application scenarios.

[0022] As the pure electric range of hybrid vehicles gradually increases, the scenarios for pure electric driving are becoming more and more common. When driving in pure electric mode, if the power battery fails, the vehicle cannot enter the generator voltage stabilization mode because the engine has not yet started. It cannot use the engine as a power source to maintain the vehicle's driving ability, and the vehicle will face the risk of losing power. This is especially true when the failure occurs on complex road sections such as highways, tunnels, and overpasses, which will bring serious safety hazards. When the vehicle's power battery fails and the vehicle is stationary, the engine cannot be started, the vehicle does not have the ability to drive, and it cannot take advantage of the dual power sources of hybrid vehicles.

[0023] In summary, existing technologies have limitations in emergency driving solutions when the power battery fails: on the one hand, the coverage of operating conditions is severely incomplete, only supporting scenarios where the engine of a HEV (Hybrid Electric Vehicle) has started, and the vehicle has no emergency capability when driving in EV (Electric Vehicle) mode or when stationary; on the other hand, starting depends on rigid constraints, and must be based on the premise that the engine is running. When the power battery cannot output power at all and the engine has not started, there is a deadlock cycle of "no high voltage → unable to start the engine → no high voltage".

[0024] To address the aforementioned problems, a first aspect of the present invention provides a vehicle control method that enables engine starting even in the event of a power battery failure, effectively ensuring the vehicle's driving requirements.

[0025] The following is for reference. Figure 1 The vehicle architecture of this application is described, with reference to... Figure 1 As shown, the vehicle hardware includes: Vehicle Control Unit (VCU), Battery Management System (BMS), Engine Control Unit (ECU), Drive Motor Controller (MCU1), Generator Controller (MCU2), DC / DC converter module, Electronic Stability Control (ESC), power battery, engine, generator, drive motor, and low-voltage battery. The BMS, ECU, MCU1, MCU2, and ESC all communicate with the VCU via a CAN bus for data exchange and command transmission. The power battery is connected to the drive motor and generator via a high-voltage bus for power transfer. The generator is mechanically connected to the engine; the generator can start the engine, and the engine, once started, drives the generator to generate electricity. Both the drive motor and generator have voltage regulation mode functions and can switch operating modes through their respective controllers.

[0026] Based on the above architecture, a first aspect of the present invention provides a vehicle control method, such as... Figure 1 As shown, the method includes at least step S100.

[0027] In step S100, when the power battery fails and the engine is not started, the vehicle's high-voltage bus is supplied with the electrical energy required to start the engine using an energy source other than the power battery.

[0028] Specifically, in practical applications, the Battery Management System (BMS) monitors the output voltage, output current, and allowable power of the power battery in real time. When the performance parameters detect that the power battery output power is 0 and shows no recovery trend, it is determined to be a power battery fault. The power battery cannot output electrical energy, and the BMS reports the fault signal to the Vehicle Controller (VCU) in real time via the CAN bus, and simultaneously disconnects the main contactor. After receiving the fault signal from the BMS, the VCU, based on the vehicle's current state such as driving mode and vehicle speed, utilizes any other available energy source to establish the high-voltage bus energy required to start the engine. This allows the engine to start without relying on the residual power of the high-voltage battery or the vehicle being in hybrid mode, ensuring that the vehicle's driving capability can be restored regardless of the vehicle's state when a power battery fault occurs, achieving true full-condition coverage.

[0029] The energy source can be kinetic energy from moving parts within the vehicle, electrical energy from a low-voltage system, or energy storage components such as supercapacitors; there are no limitations on the source. In some embodiments, the energy source includes at least the electrical energy generated by the drive motor in regulated mode and / or the electrical energy generated by the DC / DC module after reverse boosting. Thus, the engine can be started using existing vehicle hardware, such as the drive motor and DC / DC module—standard components of hybrid vehicles—without incurring additional hardware costs, making it easy to promote and upgrade existing models.

[0030] For example, in the event of a battery failure and engine failure, the drive motor can be used as an energy source. This could involve forcibly switching the drive motor from torque control mode to voltage regulation mode, utilizing the vehicle's inertia (kinetic energy) to generate electricity, which in turn drives the engine to start. Thus, without relying on the residual power of the high-voltage battery, the vehicle's inertia, which would otherwise be wasted, is utilized to start the engine.

[0031] Alternatively, in the event of a battery failure and engine failure, the DC / DC module can be used as an energy source. For example, the DC / DC module, i.e., the bidirectional DC / DC converter, can be controlled to enter reverse boost mode to boost the voltage of the low-voltage battery (12V) to the high voltage required by the high-voltage bus, establishing a base voltage for the high-voltage bus to provide power to the generator. The generator then uses this power to start the engine. This method breaks the deadlock cycle of "no high voltage → unable to start the engine → no high voltage," achieving true full-condition coverage.

[0032] According to the vehicle control method of the present invention, when the power battery fails and the engine is not started, an energy source other than the power battery is used to provide electrical energy to the high-voltage bus, thereby enabling the engine to start under the action of the high-voltage bus electrical energy. This allows the engine to start without relying on the residual power of the high-voltage battery or the vehicle being in hybrid mode, ensuring that the vehicle's driving capability can be restored regardless of the vehicle's state when the power battery fails, achieving true full-condition coverage.

[0033] In some embodiments, the vehicle utilizes an energy source other than the power battery to provide the electrical energy required to start the engine to the vehicle's high-voltage bus, including: when the vehicle is currently in a driving state and the vehicle speed is greater than a preset threshold, controlling the drive motor to switch to a voltage stabilization mode to utilize the vehicle's inertial kinetic energy to maintain the high-voltage bus voltage at a target value; and starting the engine at the target value.

[0034] Specifically, if the vehicle is currently in motion and the engine is not running, it indicates that the vehicle is in EV mode, meaning the engine is not running and the drive motor is driving alone. In this situation, utilizing the vehicle's inertia, the drive motor is switched from torque control mode to voltage regulation mode to convert the vehicle's kinetic energy into electrical energy and supply power to the high-voltage bus, thereby starting the engine. This effectively enables emergency starting while driving in EV mode.

[0035] For example, when a power battery malfunction is detected and unable to output power during vehicle operation in EV mode, the VCU sends a voltage regulation mode command to the drive motor controller (MCU1). After receiving the command, MCU1 controls the drive motor to switch from torque control mode to bus voltage closed-loop control mode, i.e., voltage regulation mode. It uses the vehicle's inertia to provide energy, so that the rotor of the drive motor continues to rotate under the drag of the wheels, converting mechanical energy into electrical energy and feeding it back to the high-voltage bus to maintain the stability of the bus voltage. The drive motor acts as an energy source, and the high-voltage electrical energy it generates is transmitted to the generator side through the high-voltage bus to provide starting energy for the generator, which then starts the engine. After the engine starts successfully, the engine drives the generator to enter the normal voltage regulation power generation mode, and the vehicle resumes its driving capability.

[0036] In some embodiments, the method of this application further includes: in a voltage stabilization mode, in response to a braking signal, acquiring the actual negative torque of the drive motor; determining the hydraulic braking torque based on the driver's required braking torque and the actual negative torque; and controlling the vehicle to brake based on the hydraulic braking torque.

[0037] The actual negative torque refers to the negative torque generated by the regenerative braking energy recovery of the drive motor.

[0038] Specifically, considering the braking situation in the voltage stabilization mode, in order to prevent the engine from failing to start and affecting braking smoothness due to a sudden drop in drive motor speed, this application, when the drive motor is in the voltage stabilization mode for energy recovery, if the driver presses the brake pedal, responds to the braking signal, calculates and dynamically adjusts the hydraulic braking torque in real time to ensure that the total braking torque is consistent with the driver's needs, thereby avoiding the problem of excessive speed drop due to the superposition of negative torque of the drive motor, effectively ensuring the success rate of engine starting and driving smoothness.

[0039] In some embodiments, the hydraulic braking torque is the difference between the required braking torque and the actual negative torque.

[0040] For example, during the period when the drive motor is in voltage stabilization mode, the VCU monitors the signal from the brake pedal status sensor in real time. When it detects that the driver has pressed the brake pedal, it obtains the braking torque value currently required by the driver, denoted as T_req. Simultaneously, the VCU collects the actual voltage-stabilized generating torque of the drive motor, i.e., the actual negative torque, denoted as T_motor, and calculates the hydraulic braking torque T_hyd according to the formula: T_hyd = T_req - T_motor. Then, the VCU sends T_hyd to the ESC, and the ESC executes dynamic hydraulic braking. In this way, throughout the braking process, the VCU continuously performs dynamic closed-loop adjustment of the hydraulic braking torque at a period of no less than 20ms, thereby effectively ensuring that the vehicle deceleration always matches the driver's expectations, without superimposing the feedback torque from the drive motor in voltage stabilization mode, and avoiding the problem of the drive motor speed dropping too quickly due to torque superposition, which could lead to engine start failure.

[0041] Understandably, once the brake pedal is released, the VCU resumes its normal control strategy for the hydraulic braking system.

[0042] In some embodiments, an energy source other than the power battery in the vehicle is used to provide the electrical energy required to start the engine to the high-voltage bus of the vehicle, including: when the current state of the vehicle is stationary or the vehicle speed is lower than a preset threshold, controlling the DC / DC module to enter the reverse boost mode to boost the output voltage of the low-voltage battery to the working voltage required by the high-voltage bus; and starting the engine under the working voltage.

[0043] Specifically, in extreme situations where there is no high-voltage battery and vehicle kinetic energy, such as when the vehicle is stationary or in EV mode with the engine not started and the vehicle speed below a threshold, the engine cannot be started. To address this issue, in cases where the power battery fails and the engine is not started, this application determines that when the vehicle's current state is stationary or the vehicle speed is below a preset threshold, it indicates that the vehicle speed is too low and the drive motor cannot effectively stabilize the voltage. In this situation, the DC / DC module can be controlled to enter reverse boost mode to raise the voltage of the low-voltage battery to the operating voltage required by the high-voltage bus, thereby providing energy to the generator and starting the engine. Thus, without relying on the high-voltage battery, the energy deadlock is broken by utilizing the vehicle's existing hardware, namely the DC / DC module, achieving true full-condition coverage.

[0044] The low-voltage battery can be either a 12V battery or a 48V battery, and there are no restrictions on this.

[0045] For example, when a power battery failure occurs while the vehicle is stationary, the vehicle cannot use its inertia to provide energy. In this case, the DC / DC module is controlled to enter the reverse boost mode, which boosts the DC voltage of the low-voltage battery to the voltage level required by the high-voltage bus, i.e., the operating voltage. The boosted electrical energy is then used to supply the generator, which starts the engine. After the engine starts successfully, it drives the generator to generate electricity, maintaining the high-voltage bus voltage stability, thereby enabling the vehicle to start and drive at low speeds.

[0046] In some embodiments, controlling the DC / DC module to enter reverse boost mode includes: controlling the DC / DC module to employ voltage closed-loop control to boost the output voltage of the low-voltage battery to the operating voltage. This method ensures that the low-voltage battery voltage is stably boosted within a certain range, achieving the goal of establishing a stable high-voltage bus voltage. This avoids drastic fluctuations in the high-voltage bus voltage caused by load fluctuations or a drop in low-voltage battery voltage, providing a stable and reliable operating voltage for the subsequent generator and engine controllers, and improving the engine starting success rate.

[0047] Voltage closed-loop control refers to the DC / DC module monitoring its output high-voltage bus voltage in real time and comparing it with a preset target value, i.e., the operating voltage, to dynamically adjust the boost process. This operating voltage depends on the vehicle platform and is typically between 200V and 800V, with no specific limitation.

[0048] For example, the VCU detects a power battery malfunction preventing power output via the BMS, and simultaneously determines the vehicle's current driving mode and speed. If the vehicle is stationary or the engine is not running and the speed is below a threshold, the drive motor's regulated energy is insufficient to start the engine. Therefore, the VCU sends a reverse boost command to the DC / DC module, controlling it to enter reverse boost mode. In reverse boost mode, the DC / DC module boosts the low-voltage battery's output voltage to the required operating voltage of the high-voltage bus, establishing a base voltage for the high-voltage bus. The boosted energy is then used to power the generator, which starts the engine, restoring the vehicle's power output and enabling the stationary vehicle to start moving again. The DC / DC module employs closed-loop voltage control during the reverse boost process to ensure the output voltage remains stable within a certain range. Simultaneously, the DC / DC module monitors its output current in real time. If the output current exceeds a preset protection threshold, current limiting protection is implemented to prevent over-discharge of the low-voltage battery or overload of the DC / DC module.

[0049] In some embodiments, starting the engine includes: using electrical energy provided by the high-voltage bus, controlling a generator to drive the engine to a starting speed to start the engine. Thus, the generator, as a power source, converts electrical power from the high-voltage bus into mechanical power to forcibly rotate the engine crankshaft, bringing it to a starting speed capable of self-ignition, thereby starting the engine.

[0050] For example, when the high-voltage bus voltage reaches a stable value, such as the target value or the operating voltage, the VCU sends a start command to the generator controller (MCU2). After receiving the electrical energy from the high-voltage bus, the MCU2 controls the generator to enter the torque control mode, so as to use the electrical energy generated by the drive motor or the electrical energy provided by the DC / DC module to drive the engine crankshaft to rotate. That is, in response to the target torque of the VCU, the generator drives the engine crankshaft to rotate to the preset target start speed. The engine controller (ECU) monitors the engine speed in real time. When the engine speed reaches the ignition start threshold, that is, when the start speed is reached, the VCU sends fuel injection and ignition commands to the engine controller ECU. The ECU then controls the engine to perform fuel injection and ignition actions to complete the engine start.

[0051] In some embodiments, the method of this application further includes: after starting the engine, controlling the generator to switch to a voltage stabilization mode so that the engine drives the generator to supply power to the high-voltage bus; and controlling the drive motor to switch to a torque control mode to drive the vehicle. This achieves a smooth transition of the vehicle from emergency power generation state to normal driving state, ensuring that the vehicle can immediately restore normal power output and driving functions after the engine starts, thus truly achieving the ultimate goal of emergency driving.

[0052] For example, after the engine starts successfully, the ECU reports a start success signal to the VCU. The VCU sends a generator voltage regulation mode command to the MCU2. The MCU2 controls the generator to switch from torque control mode to voltage regulation control. The engine drives the generator to continuously generate electricity to maintain the high voltage bus voltage stability. That is, the engine drives the generator to rotate continuously through mechanical connection. In voltage regulation mode, the generator converts mechanical energy into electrical energy, which supplies power to the high voltage electrical equipment of the vehicle through the high voltage bus and provides driving energy to the drive motor. In addition, when the generator enters voltage regulation mode, the drive motor responds to the target torque of the VCU, restores the power output capability of the vehicle, and realizes emergency driving of the vehicle.

[0053] It is understandable that after the engine starts successfully, the DC / DC module can exit the reverse boost mode and revert to the forward buck mode to charge the low-voltage battery.

[0054] The following is for reference. Figure 3 The vehicle control method of this invention will be illustrated by example, and the specific process is as follows.

[0055] Step S1: Power battery failure. The BMS reports the fault signal to the VCU in real time via the CAN bus.

[0056] Step S2: Determine if the engine is started. If it is started, proceed to step S10, which directly enters the generator voltage stabilization mode; if it is not started, proceed to step S3.

[0057] Step S3: Determine if the vehicle speed exceeds a preset threshold. If yes, proceed to step S4; otherwise, proceed to step S8.

[0058] In step S4, the drive motor enters the voltage stabilization mode. In the voltage stabilization mode, in response to the target value of the vehicle controller, the drive motor acts as an energy source, converting the vehicle's kinetic energy into electrical energy and outputting it to the high-voltage bus. In this way, the energy required for engine starting is dynamically output, ensuring the stability of electrical energy transmission.

[0059] Step S5: Determine whether the driver has pressed the brake pedal. If yes, proceed to step S6; otherwise, proceed to step S7.

[0060] Step S6: Adjust the hydraulic braking torque in a closed loop based on the actual negative torque of the drive motor and the required braking torque.

[0061] In step S7, in response to the target torque of the VCU, the generator drives the engine to start the engine.

[0062] Step S8: Determine that the vehicle is stationary, or determine that the vehicle is in EV mode where the engine is not started and the vehicle speed is less than a preset threshold.

[0063] In step S9, the DC / DC module performs reverse boost to raise the low voltage of the low-voltage battery to the high voltage required by the high-voltage components and output it to the high-voltage bus. The DC / DC module acts as a voltage regulator.

[0064] In step S10, the generator enters the voltage stabilization mode, and the vehicle converts the mechanical energy of the engine into electrical energy in series mode; and the drive motor switches to torque control mode, responding to the target torque to drive the vehicle.

[0065] In summary, through the aforementioned steps, on the one hand, in the event of a power battery failure, the vehicle achieves full-coverage emergency driving capability across three operating conditions: HEV mode, EV mode, and stationary state, significantly improving the vehicle's safety redundancy in the event of a power battery failure. On the other hand, it does not rely on the residual power of the high-voltage battery, utilizing inertial kinetic energy during driving and reverse boosting from the low-voltage battery when stationary. This eliminates dependence on the high-voltage battery as an energy source, resulting in higher reliability. It also solves the safety problem of vehicle power loss due to sudden power battery failure in EV mode, avoiding serious traffic accidents such as rear-end collisions caused by sudden engine stalling at high speeds. Furthermore, the method in this application is entirely based on existing hardware and implemented through control strategy optimization, without adding any additional hardware costs, making it easy to promote and upgrade on existing vehicle models.

[0066] A second aspect of the present invention provides an electronic device, including a processor and a memory, wherein the memory stores a computer program, and when the program is executed by the processor, it implements the vehicle control method as described in the above embodiments.

[0067] A third aspect of the present invention provides a vehicle 10, the vehicle 10 including the electronic equipment described in the above embodiments; or, as... Figure 4 As shown, the vehicle 10 includes at least one processor 1 and a memory 2 communicatively connected to the at least one processor 1; wherein the memory 2 stores a computer program that can be executed by the at least one processor 1, and the at least one processor 1 implements the vehicle control method of the above embodiment when executing the computer program.

[0068] According to the vehicle 10 of the present invention, the engine can still be started in the event of a power battery failure, effectively ensuring the power supply needs of the entire vehicle.

[0069] In the description of this specification, any process or method described in the flowcharts or otherwise herein may be understood as representing a module, segment, or portion of code comprising one or more executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of the invention includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order according to the functions involved, as will be understood by those skilled in the art to which embodiments of the invention pertain.

[0070] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0071] It should be understood that various parts of the present invention can be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware as in another embodiment, it can be implemented using any of the following techniques known in the art, or a combination thereof: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0072] Those skilled in the art will understand that all or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0073] Furthermore, the functional units in the various embodiments of the present invention can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium.

[0074] The storage medium mentioned above can be a read-only memory, a disk, or an optical disk, etc. Although embodiments of the present invention have been shown and described above, it is to be understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of the present invention.

[0075] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0076] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A vehicle control method, characterized in that, include: In the event of a power battery failure and engine failure, an energy source other than the power battery is used to provide the electrical energy required to start the engine to the vehicle's high-voltage bus. The energy source includes at least the electrical energy generated by the drive motor in voltage regulation mode and / or the electrical energy generated by the DC / DC module after reverse voltage boosting.

2. The vehicle control method according to claim 1, characterized in that, Utilizing energy sources other than the aforementioned power battery in the vehicle, the electrical energy required to start the engine is provided to the vehicle's high-voltage bus, including: When the vehicle is currently in a driving state and its speed is greater than a preset threshold, the drive motor is controlled to switch to a voltage stabilization mode to utilize the vehicle's inertial kinetic energy to maintain the high-voltage bus voltage at the target value. At the target value, start the engine.

3. The vehicle control method according to claim 1 or 2, characterized in that, The method further includes: In the voltage regulation mode, the actual negative torque of the drive motor is obtained in response to the braking signal; The hydraulic braking torque is determined based on the driver's required braking torque and the actual negative torque. The vehicle is braked according to the hydraulic braking torque.

4. The vehicle control method according to claim 3, characterized in that, The hydraulic braking torque is the difference between the required braking torque and the actual negative torque.

5. The vehicle control method according to claim 1, characterized in that, Utilizing energy sources other than the aforementioned power battery in the vehicle, the electrical energy required to start the engine is provided to the vehicle's high-voltage bus, including: When the vehicle is stationary or its speed is below a preset threshold, the DC / DC module is controlled to enter reverse boost mode to boost the output voltage of the low-voltage battery to the operating voltage required by the high-voltage bus. The engine is started at the operating voltage.

6. The vehicle control method according to claim 5, characterized in that, Controlling the DC / DC module to enter reverse boost mode includes: The DC / DC module is controlled by voltage closed-loop control to boost the output voltage of the low-voltage battery to the operating voltage.

7. The vehicle control method according to claim 1, characterized in that, The engine starting includes: With the electrical energy provided by the high-voltage bus, the generator is controlled to drive the engine to the starting speed, thereby starting the engine.

8. The vehicle control method according to claim 1, characterized in that, The method further includes: After the engine is started, the generator is controlled to switch to voltage regulation mode so that the generator is driven by the engine to supply power to the high-voltage bus. The drive motor is switched to torque control mode to drive the vehicle.

9. An electronic device, characterized in that, It includes a processor and a memory, wherein the memory stores a computer program that, when executed by the processor, implements the vehicle control method as described in any one of claims 1 to 8.

10. A vehicle, characterized in that, include: The electronic device as described in claim 9; Or, at least one processor; A memory that is communicatively connected to at least one of the processors; The memory stores a computer program that can be executed by at least one of the processors, and when the at least one processor executes the computer program, it implements the vehicle control method according to any one of claims 1-8.

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