Vehicle control system and hybrid vehicle

Abstract

The application discloses a vehicle control system and a hybrid vehicle, relates to the technical field of engine control, and comprises a storage battery and a vehicle controller; a key control module, a first end of the key control module being connected with a positive electrode of the storage battery, and a second end of the key control module being connected with a first end of the vehicle controller; and an engine control module, wherein the engine control module comprises an engine controller and an engine switch unit, a first end of the engine switch unit being connected with the positive electrode of the storage battery, a second end of the engine switch unit being connected with a second end of the vehicle controller, a third end of the engine switch unit being connected with the engine controller, and the engine controller being used for keeping a throttle valve controlled by the engine controller in a closed state in the case that the engine switch unit is awakened and electrically disconnected by an output signal of the vehicle controller. The application improves the control effect of the vehicle control system.

Description

Technical Field

[0001] This application relates to the field of engine control technology, and more particularly to a vehicle control system and a hybrid vehicle. Background Technology

[0002] With the increasing popularity of hybrid vehicles, users have also raised higher requirements for the engine shutdown control methods in hybrid vehicles.

[0003] Traditional vehicle control systems work by having the HCU (Hybrid Control Unit) send a shutdown command to the EMS (Engine Management System) via the CAN (Controller Area Network) bus when the HCU determines that the engine needs to be shut down. The EMS then sends a fuel cut-off command to the engine to shut it down. This method of vehicle control has certain drawbacks. For example, the throttle body may not close properly when the engine is shut down, causing vibration and noise from the engine. In other words, this method results in poor control performance because the throttle body cannot close properly when the engine is shut down. Utility Model Content

[0004] The main purpose of this application is to provide a vehicle control system and a hybrid vehicle, which aims to solve the technical problem of poor control performance of the vehicle control system.

[0005] To achieve the above objectives, this application provides a vehicle control system, the vehicle control system comprising: Battery and vehicle controller; A key control module, wherein a first end of the key control module is connected to the positive terminal of the battery, and a second end of the key control module is connected to the first end of the vehicle controller; An engine control module, comprising an engine controller and an engine switch unit, wherein a first terminal of the engine switch unit is connected to the positive terminal of the battery, a second terminal of the engine switch unit is connected to the second terminal of the vehicle controller, and a third terminal of the engine switch unit is connected to the engine controller, the engine controller being used to keep the throttle valve controlled by the engine controller in a closed state when the engine switch unit is awakened and disconnected by the output signal of the vehicle controller.

[0006] In one embodiment, the engine switch unit includes: The first relay has a first terminal serving as the first terminal of the engine switch unit and connected to the positive terminal of the battery; a second terminal serving as the third terminal of the engine switch unit and connected to the engine controller; a third terminal serving as the first terminal of the engine switch unit and connected to the positive terminal of the battery; and a fourth terminal serving as the second terminal of the engine switch unit and connected to the second terminal of the vehicle controller.

[0007] In one embodiment, the key control module includes: The positive power terminal serves as the first terminal of the key control module and is connected to the positive terminal of the battery. The first control terminal serves as the second terminal of the key control module and is connected to the first terminal of the vehicle controller. When the key control module is configured such that the positive power terminal is connected to the first control terminal, the battery is connected to the first terminal of the vehicle controller.

[0008] In one embodiment, the vehicle control system includes: An AND gate device is provided, wherein the first input terminal of the AND gate device is connected to the first control terminal, the second input terminal of the AND gate device is connected to the second terminal of the vehicle controller, and the output terminal of the AND gate device is connected to the second terminal of the engine switch unit.

[0009] In one embodiment, the vehicle control system includes: A high-level trigger is provided, wherein the input terminal of the high-level trigger is connected to the first control terminal, and the output terminal of the high-level trigger is connected to the second terminal of the engine switch unit. The high-level trigger is configured to output a high level to the second terminal of the engine switch unit when it detects that the first control terminal outputs a high level.

[0010] In one embodiment, the key control module further includes a second control terminal and a third control terminal, and the vehicle control system further includes: The accessory power-on module has a first terminal connected to the second control terminal, a second terminal connected to the third terminal of the vehicle controller, and a third terminal connected to the positive terminal of the battery. The vehicle power module has a first terminal connected to the third control terminal and a second terminal connected to the fourth terminal of the vehicle controller. The key control module is also configured such that when the positive power terminal is connected to the second control terminal, the battery is connected to the third terminal of the vehicle controller, and when the positive power terminal is connected to the third control terminal, the battery is connected to the fourth terminal of the vehicle controller.

[0011] In one embodiment, the accessory power-on module includes: An accessory fuse, wherein the first end of the accessory fuse serves as the third end of the accessory power-on module and is connected to the positive terminal of the battery; The second relay has a first terminal that serves as the first terminal of the accessory power-on module and is connected to the second control terminal. The second terminal of the second relay is connected to the vehicle's starting system. The third terminal of the second relay is connected to the second terminal of the accessory fuse. The fourth terminal of the second relay serves as the second terminal of the accessory power-on module and is connected to the third terminal of the vehicle controller.

[0012] In one embodiment, the vehicle-wide power supply module includes: The vehicle fuse has a first terminal that serves as the third terminal of the vehicle power module and is connected to the positive terminal of the battery. The third relay has a first terminal that serves as the first terminal of the vehicle power-on module and is connected to the third control terminal. The second terminal of the third relay is connected to the vehicle's starting system. The third terminal of the third relay is connected to the second terminal of the vehicle fuse. The fourth terminal of the third relay serves as the second terminal of the vehicle power-on module and is connected to the fourth terminal of the vehicle controller.

[0013] In one embodiment, the vehicle control system includes: Engines and generators; The hybrid gearbox input shaft has a first end connected to the flywheel of the engine via a torsional damper, and a second end connected to the generator via a gear. The hybrid gearbox input shaft is used to drive the engine to start when the generator starts.

[0014] In addition, to achieve the above objectives, this application also provides a hybrid vehicle, which includes the vehicle control system described above.

[0015] This application provides a vehicle control system, including a battery and a vehicle controller; a key control module, the first terminal of which is connected to the positive terminal of the battery, and the second terminal of which is connected to the first terminal of the vehicle controller; and an engine control module, wherein the engine control module includes an engine controller and an engine switch unit, the first terminal of which is connected to the positive terminal of the battery, the second terminal of which is connected to the second terminal of the vehicle controller, and the third terminal of which is connected to the engine controller. The engine controller is used to keep the throttle valve controlled by the engine controller closed when the engine switch unit is awakened and disconnected by the output signal of the vehicle controller. This vehicle control system achieves this by connecting the first terminal of the engine switch unit in the engine control module... The engine switch unit is connected to the positive terminal of the battery. Its second terminal is connected to the second terminal of the vehicle controller, and its third terminal is connected to the engine controller. This allows the throttle valve controlled by the engine controller to be closed when the engine switch unit is powered off by the output signal from the vehicle controller. In other words, the vehicle controller can directly control the engine controller to disconnect power at the same time the engine is turned off. The throttle valve will then remain closed each time the engine is turned off, and will be initialized when the engine switch unit is powered on again. It will then open again upon startup, thus preventing vibration and noise caused by the throttle valve not closing when the engine is off. In short, by using the engine switch unit to disconnect power to the engine controller each time the engine is turned off, the throttle valve can be closed to avoid vibration and noise caused by an unclosed throttle valve, thereby improving the control effect of the vehicle control system. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the framework of the first embodiment of the vehicle control system of this application; Figure 2 This is a schematic diagram of a common vehicle control system framework. Figure 3 This is a circuit diagram of the second embodiment of the vehicle control system of this application; Figure 4 This is yet another circuit diagram of the second embodiment of the vehicle control system of this application; Figure 5 This is a schematic diagram of the overall framework of the vehicle control system of this application.

[0017] The realization of the purpose, functional features and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings.

[0018] Explanation of icon numbers: 10. Battery; 20. Vehicle controller; 30. Key control module; 40. Engine control module; 41. Engine switch unit; 42. Engine controller; K1. First relay; S. First control terminal; V. Positive power supply terminal; 50. AND gate device; 60. High-level trigger; D1. Switch fuse; K2. Second relay; D2. Accessory fuse; K3. Third relay; D3. Vehicle fuse; 70. Accessory power module; 80. Vehicle power module; 90. Starting system; A. Second control terminal; O. Third control terminal. Detailed Implementation

[0019] It should be understood that the specific embodiments described herein are merely illustrative of this application and are not intended to limit this application.

[0020] To better understand the technical solution of this application, a detailed description will be provided below in conjunction with the accompanying drawings and specific implementation methods.

[0021] The hybrid vehicles described in this application are all diesel hybrids. In a diesel hybrid system, a traditional diesel engine drives a generator in the hybrid transmission to charge the power battery. The power battery maintains the vehicle's driving power in pure electric mode and auxiliary hybrid mode, as well as powering the entire vehicle (including all electrical equipment within the vehicle's superstructure). Simultaneously, the air supply for the vehicle's air braking system is also provided by an air pump driven by the engine to inflate the brake system's air tank. That is, when the power battery's charge and air pressure reach a shutdown threshold, the engine stops; when the charge, air pressure, or operating condition requirements reach a threshold, the engine starts. Therefore, the hybrid vehicle's engine may not need to start during driving or idling, unlike traditional diesel vehicles. In other words, the engine shutdown control of the hybrid vehicle uses the CAN bus to send a shutdown command to the EMS, and the EMS sends a fuel cut-off command to the engine to shut it down. Thus, the engine shutdown in a diesel hybrid vehicle is controlled not only by the key fob but also by message control. However, when the engine is shut off by message control, there is no process of re-energizing the key, and the throttle body is set to self-reset only after power is cut off and then re-energized. Therefore, when the engine is shut off by message control, the throttle body may not close, which can cause vibration and noise problems.

[0022] Therefore, based on the shortcomings of the above-mentioned vehicle control system, the electric vehicle control system of this application is proposed. The main solution of the embodiment of this application is: by connecting the first end of the engine switch unit 41 in the engine control module 40 to the positive terminal of the battery 10, the second end of the engine switch unit 41 to the second end of the vehicle controller 20, and the third end of the engine switch unit 41 to the engine controller 42, the throttle valve controlled by the engine controller 42 can be kept in a closed state when the engine switch unit 41 is awakened and disconnected by the output signal of the vehicle controller 20. That is, the vehicle controller 20 can directly control the engine controller 42 to disconnect the power at the same time as the engine is turned off. At this time, the throttle valve can be closed every time the engine is turned off. When the engine switch unit 41 is re-energized, it is initialized and will open again when the engine is started. This can avoid the phenomenon of vibration and noise caused by the engine being turned off because the throttle valve cannot be closed when the engine is turned off. That is, by using the engine switch unit 41 to disconnect the power of the engine controller 42 every time the engine is turned off, the throttle valve can be closed to avoid vibration and noise caused by the throttle valve not being closed, thereby improving the control effect of the vehicle control system.

[0023] Based on this, the embodiments of this application provide a vehicle control system, referring to... Figure 1 , Figure 1 This is a schematic diagram of the framework of the first embodiment of the vehicle control system of this application.

[0024] Reference Figure 1 This application provides a vehicle control system, which includes: Battery 10 and vehicle controller 20; The key control module 30 has its first end connected to the positive terminal of the battery 10, and its second end connected to the first end of the vehicle controller 20. The engine control module 40 includes an engine controller 42 and an engine switch unit 41. The first terminal of the engine switch unit 41 is connected to the positive terminal of the battery 10, the second terminal of the engine switch unit 41 is connected to the second terminal of the vehicle controller 20, and the third terminal of the engine switch unit 41 is connected to the engine controller 42. The engine controller 42 is used to keep the throttle valve controlled by the engine controller 42 in a closed state when the engine switch unit 41 is awakened and disconnected by the output signal of the vehicle controller 20.

[0025] For example, let's first describe the start-stop control of a pure gasoline vehicle. When it's necessary to stop the engine, turn the key from the START position (i.e., the first control terminal S in subsequent embodiments) to the ON position (i.e., the second control terminal O in subsequent embodiments) or the ACC position (i.e., the third control terminal A in subsequent embodiments). The EMS's KL15 wake-up power is disconnected, the engine stops, and the throttle is 100% closed. The engine quickly stops rotating through the vacuum negative pressure in the intake manifold, reducing engine shutdown vibration. When the engine is started again, the EMS's KL15 wake-up power is reconnected, the EMS initializes, and the throttle returns to its initial opening. Further details can be found in... Figure 2 , Figure 2 This is a schematic diagram of a common vehicle control system. When the vehicle is a hybrid, and engine shutdown is required, the HCU sends a shutdown command to the EMS via the CAN bus. The EMS then sends a fuel cut-off command to the engine to shut it off. However, the EMS's KL15 wake-up power supply remains connected to the battery's 10-cell power supply, preventing the EMS from entering sleep mode. This results in the throttle body failing to close properly when the engine is shut off, causing the entire vehicle to vibrate. Therefore, in diesel hybrid vehicles, engine shutdown is controlled not only by the key but also by a message. Since the throttle body must be powered on and off after the EMS's KL15 is in the ON position to reset, in diesel hybrid RVs, the throttle body is not closed when the engine is shut off, causing vibration and noise. This is equivalent to the throttle body being pushed by other components without closing, generating vibration and noise, causing discomfort and aversion to the driver and passengers, and affecting the driving and riding experience.

[0026] In this embodiment, addressing vibration and noise issues by modifying the EMS software to control engine shutdown vibration and noise through message control during start-stop operation, requiring the throttle to close, would necessitate modifying the underlying EMS software, resulting in extremely high costs. Therefore, this application proposes a hardware design where, after the key control module 30 successfully enters the start state, the positive terminal of the battery 10 is connected to the first terminal of the vehicle controller 20, and the second terminal of the key control module 30 is in the START position. Simultaneously, the ground terminal of the vehicle controller 20 is connected to the negative terminal of the battery 10. When the vehicle needs to be shut down, the vehicle controller 20 sends messages or control commands to the engine control module 40. Since the engine control module 40 is designed as an engine controller 42 and an engine switch unit 41, messages or control commands can be sent to the engine switch unit 41 to disconnect the engine controller 42 from the positive terminal of the battery 10. This de-energizes the engine controller 42, i.e., the output signal controls the wake-up power supply to disconnect. The output signal can be either a high-level disconnection or a low-level disconnection. The wake-up power supply refers to the KL15 wake-up power supply. In other words, the engine switch unit 41, controlled by the vehicle controller 20, disconnects the engine controller 42 from the positive terminal of the battery 10, thereby closing the throttle valve when the engine is shut down. This optimizes engine shutdown vibration and noise issues. Furthermore, the entire implementation process is relatively simple to modify, requires no additional software changes, is low-cost, and easy to implement.

[0027] In this embodiment, a vehicle control system is provided, including a battery 10 and a vehicle controller 20; a key control module 30, the first end of which is connected to the positive terminal of the battery 10, and the second end of which is connected to the first end of the vehicle controller 20; and an engine control module 40, wherein the engine control module 40 includes an engine controller 42 and an engine switch unit 41, the first end of which is connected to the positive terminal of the battery 10, the second end of which is connected to the second end of the vehicle controller 20, and the third end of which is connected to the engine controller 42. The engine controller 42 is used to keep the throttle valve controlled by the engine controller 42 in a closed state when the engine switch unit 41 is awakened and disconnected by the output signal of the vehicle controller 20. This vehicle control system connects the first end of the engine switch unit 41 in the engine control module 40 to the battery. The positive terminal of 10 is connected, the second terminal of the engine switch unit 41 is connected to the second terminal of the vehicle controller 20, and the third terminal of the engine switch unit 41 is connected to the engine controller 42. Thus, when the engine switch unit 41 is awakened and disconnected by the output signal of the vehicle controller 20, the throttle valve controlled by the engine controller 42 is kept in a closed state. That is, the vehicle controller 20 can directly control the engine controller 42 to disconnect the power at the same time as the engine is turned off. At this time, the throttle valve can be closed every time the engine is turned off. When the engine switch unit 41 is re-energized, it is initialized and will open again when the engine is started. This can avoid the phenomenon of engine vibration and noise caused by the throttle valve not closing when the engine is turned off. In other words, by using the engine switch unit 41 to disconnect the power of the engine controller 42 every time the engine is turned off, the throttle valve can be closed to avoid vibration and noise caused by the throttle valve not closing, thereby improving the control effect of the vehicle control system.

[0028] Furthermore, based on the first embodiment of this application described above, a second embodiment of the vehicle control system of this application is proposed, referring to... Figure 3 , Figure 3 This is a circuit diagram of the second embodiment of the vehicle control system of this application. The engine switch unit 41 includes: The first relay K1 has its first terminal serving as the first terminal of the engine switch unit 41 and connected to the positive terminal of the battery 10. The second terminal of the first relay K1 serves as the third terminal of the engine switch unit 41 and is connected to the engine controller 42. The third terminal of the first relay K1 serves as the first terminal of the engine switch unit 41 and is connected to the positive terminal of the battery 10. The fourth terminal of the first relay K1 serves as the second terminal of the engine switch unit 41 and is connected to the second terminal of the vehicle controller 20.

[0029] In this embodiment, the engine switch unit 41 includes a first relay K1, which can also be a control switch, and this switch is controlled by the output signal of the second terminal of the vehicle controller 20. For example, when it is the first relay K1, the output power of the second terminal of the vehicle controller 20 will control the first terminal of the first relay K1 to connect with the second terminal of the first relay K1, thereby supplying power to the engine controller 42; when the second terminal of the vehicle controller 20 does not output power, it will control the first terminal of the first relay K1 to disconnect from the second terminal of the first relay K1, thereby cutting off the power to the engine controller 42 and shutting it off. That is, by changing the original key control of the KL15 hard-wire wake-up power of the EMS controller to the HCU hard-wire control of the EMS KL15 wake-up power through a relay, and changing the original HCU control of engine start-stop logic through signal control to control the EMS KL15 wake-up relay to control engine start-stop, the throttle valve is closed when the engine is shut off, thus optimizing the problems of engine shutdown vibration and noise. Because the KL15 wake-up pin relay of the engine controller 42 is changed to be directly controlled by the vehicle controller 20, instead of sending message requests through the CAN network, the wake-up power is directly controlled by the KL15 wake-up power of the EMS. In this way, the throttle valve of the engine can be kept closed every time the engine is turned off. The intake negative pressure when the engine is turned off reduces engine vibration and noise. When the engine is started again, the power is directly supplied through the KL15 pin of the EMS, which ensures that the throttle valve can self-check and reset its angle when powered on.

[0030] In one embodiment, based on the first and / or second embodiments of this application described above, a third embodiment of the vehicle control system of this application is proposed, wherein the key control module 30 includes: Positive power supply terminal V serves as the first terminal of the key control module 30 and is connected to the positive terminal of the battery 10. The first control terminal S serves as the second terminal of the key control module 30 and is connected to the first terminal of the vehicle controller 20. When the key control module 30 is configured such that its positive power terminal V is connected to the first control terminal S, the battery 10 is connected to the first terminal of the vehicle controller.

[0031] In this embodiment, the key control module 30 includes a positive power terminal V and a first control terminal S. When the positive power terminal V is connected to the first control terminal S, the battery 10 is connected to the first terminal of the vehicle controller, so that the entire vehicle control system enters the START position, and the engine can be started at this time.

[0032] In one embodiment, reference is made to Figure 4 , Figure 4 This is another circuit diagram of a second embodiment of the vehicle control system of this application. The vehicle control system includes: AND gate device 50, the first input terminal of AND gate device 50 is connected to the first control terminal S, the second input terminal of AND gate device 50 is connected to the second terminal of vehicle controller 20, and the output terminal of AND gate device 50 is connected to the second terminal of engine switch unit 41.

[0033] Furthermore, the vehicle control system includes: A high-level trigger 60 is provided. The input terminal of the high-level trigger 60 is connected to the first control terminal S, and the output terminal of the high-level trigger 60 is connected to the second terminal of the engine switch unit 41. The high-level trigger 60 is configured to output a high level to the second terminal of the engine switch unit 41 when it detects that the first control terminal S outputs a high level.

[0034] In this embodiment, when the vehicle controller 20 in the vehicle control system starts during control, it can be equivalent to an AND gate device 50. The engine will be started only when the first input terminal of the AND gate device 50, i.e. the first control terminal S, and the second input terminal of the AND gate device 50, i.e. the second terminal of the vehicle controller 20, both output the same level. Assuming the first control terminal S is connected to the positive terminal of the battery 10, i.e., outputting a high level, and the second terminal of the vehicle controller 20 also needs to start the engine, thus outputting a high level, a high level will be output to the second terminal of the engine switch unit 41 through the AND gate device 50, thereby powering on and starting the engine controller 42. Conversely, when the vehicle controller 20 wants to control the engine to stop or directly disconnect the connection between the positive terminal of the battery 10 and the first control terminal S, two different levels will output a low level to the second terminal of the engine switch unit 41 through the AND gate device 50, thereby powering off the engine controller 42. Furthermore, if neither needs to be started, two identical low levels will output a low level to the second terminal of the engine switch unit 41 through the AND gate device 50, thereby powering off the engine controller 42. Furthermore, to improve the efficiency of triggering engine start, it can be directly controlled by a high-level trigger 60. After the first control terminal S is connected to the positive terminal of the battery 10, a high-level signal is directly output to the second terminal of the engine switching unit 41, energizing and starting the engine controller 42. This method does not affect the vehicle controller 20. When the output of the AND gate device 50 is low, it pulls the output of the high-level trigger 60 low, thus normally controlling the engine controller 42 to shut down. Therefore, after the HCU hardware modification, if the vehicle requires engine start or stop, the HCU connects or disconnects the EMS KL15 wake-up power. This ensures that the EMS wake-up power is disconnected and connected during each engine shutdown and restart process, allowing the throttle valve to remain closed during each shutdown, reducing engine vibration and noise. Furthermore, initialization is performed when KL15 is re-energized, and the throttle valve will open again during startup.

[0035] In one embodiment, based on the first, second, and / or third embodiments of this application described above, a fourth embodiment of the vehicle control system of this application is proposed, referring to... Figure 5 , Figure 5 This is a schematic diagram of the overall framework of the vehicle control system of this application. The key control module 30 also includes a second control terminal A and a third control terminal O. The vehicle control system also includes: The accessory power-on module 70 has its first terminal connected to the second control terminal A, its second terminal connected to the third terminal of the vehicle controller 20, and its third terminal connected to the positive terminal of the battery 10. The vehicle power module 80 has its first end connected to the third control terminal O and its second end connected to the fourth terminal of the vehicle controller 20. The key control module 30 is also configured such that when the positive power terminal V is connected to the second control terminal, the battery 10 is connected to the third terminal of the vehicle controller, and when the positive power terminal V is connected to the third control terminal, the battery 10 is connected to the fourth terminal of the vehicle controller.

[0036] In this embodiment, the key control module 30 also includes a second control terminal A and a third control terminal O. The positive terminal of the battery 10 can be connected to either the second control terminal A or the third control terminal O via the key, thereby putting the vehicle into either the accessory power-on module 70 or the vehicle power-on module 80 mode. It is worth noting that the second control terminal A or the third control terminal O, as well as the first control terminal S, are each only connected to the positive power terminal V. When connected to the positive power terminal V, a corresponding signal, such as a high level, is triggered to inform the normal controller 20 of the required state. The vehicle controller 20 then determines which controllers to use for coordinated control based on the signal received from which location. Thus, the key control module 30 can be used to power on vehicle accessories, power on the entire vehicle, start the engine, and shut down the engine. Simultaneously, when the engine is shut down, the control of the engine switch unit 41 cuts off power, closing the engine throttle valve. This reduces engine vibration and noise through the negative intake pressure during engine shutdown.

[0037] In one embodiment, the accessory power-on module 70 includes: Accessory fuse D2, the first end of accessory fuse D2 serves as the third end of accessory power module 70 and is connected to the positive terminal of battery 10; The second relay K2 has its first terminal serving as the first terminal of the accessory power-on module 70 and connected to the second control terminal. The second terminal of the second relay K2 is connected to the vehicle's starting system 90. The third terminal of the second relay K2 is connected to the second terminal of the accessory fuse D2. The fourth terminal of the second relay K2 serves as the second terminal of the accessory power-on module 70 and is connected to the third terminal of the vehicle controller 20.

[0038] In this embodiment, when startup is required, the system first enters the accessory energizing state controlled by the accessory energizing module 70. Initially, the vehicle is in neutral with the clutch pedal fully depressed, ensuring the engine flywheel is disconnected from the transmission input shaft. Since the second control terminal A is connected to the positive terminal of the battery 10, it controls the second relay K2 to inform the third terminal of the vehicle controller 20 that the accessory energizing state is active. The vehicle controller 20 then controls other related controllers to keep the entire vehicle in an accessory energizing state. The accessory fuse D2 protects the entire circuit by automatically disconnecting when the current or voltage is too high. The second relay K2 can also be replaced by a switch. For example, when the second relay K2 is connected, connecting the first and fourth terminals of the second relay K2 when the positive terminal of the battery 10 is connected will inform the third terminal of the vehicle controller 20 to enter the accessory energizing state. When the positive terminal of the battery 10 is not connected, disconnecting the first and fourth terminals of the second relay K2 will prevent the accessory energizing state from being entered. This design allows for control of the accessory energizing state.

[0039] In one embodiment, the vehicle power-on module 80 includes: The first terminal of the vehicle fuse D3 serves as the third terminal of the vehicle power module 80 and is connected to the positive terminal of the battery 10. The third relay K3 has its first terminal serving as the first terminal of the vehicle power-on module 80 and connected to the third control terminal. The second terminal of the third relay K3 is connected to the vehicle's starting system 90. The third terminal of the third relay K3 is connected to the second terminal of the vehicle fuse D3. The fourth terminal of the third relay K3 serves as the second terminal of the vehicle power-on module 80 and is connected to the fourth terminal of the vehicle controller 20.

[0040] In this embodiment, after the accessory is powered on, assuming the vehicle key is switched from ACC (accessory powered on, i.e., in the following embodiment) to ON (vehicle powered on), the EMS's KL15 wake-up power is activated, and the EMS is awakened and ready to operate. At this time, because the third control terminal O is connected to the positive terminal of the battery 10, it controls the third relay K3 to inform the third terminal of the vehicle controller 20 that the vehicle is now powered on. The vehicle controller 20 then controls other related controllers to ensure the entire vehicle is powered on. The vehicle fuse D3 is used to protect the entire circuit by automatically disconnecting when the current or voltage is too high. The third relay K3 can also be replaced by a switch. For example, when the third relay K3 is connected, the connection between the positive terminal of battery 10 and the fourth terminal of the third relay K3 is established, thus informing the third terminal of the vehicle controller 20 to enter a fully powered state. When the positive terminal of battery 10 is not connected, the connection between the first and fourth terminals of the third relay K3 is established, preventing the vehicle from entering a fully powered state. This allows for the control of the fully powered state based on the overall design. Furthermore, after entering the fully powered state, turning the key from ON to START activates the starter motor, rotating the engine flywheel. The flywheel then drives the crankshaft piston to compress and ignite the fuel-air mixture, starting the engine. At this point, the HCU, based on the vehicle's SOC (State of Charge), brake pressure, and overall vehicle operating conditions, sends a start command to the engine controller 42 and the motor controller MCU (Microcontroller Unit) via the CAN bus. The generator then drives the engine, and fuel injection completes the vehicle startup. For example, when the engine meets the starting conditions, an engine start success flag is sent to the HCU. The HCU controls the MCU to stop driving the generator. At this time, the first terminal of the first relay K1 will be disconnected from the second terminal of the first relay K1 because the second terminal of the vehicle controller 20 will not output power. This will cut off the power to the engine controller 42 and shut down the engine. It can also be directly woken up by controlling the KL15 of the EMS. In this way, the throttle valve of the engine can be closed every time the engine is shut down. The intake negative pressure during shutdown reduces engine vibration and noise.

[0041] In one embodiment, the third relay K3 and the second relay K2 can also be controlled based on the starting system 90, which functions similarly to a vehicle key to control the state of powering on accessories and the entire vehicle. The starting system 90 refers to PEPS (Passive Entry Passive Start).

[0042] In one embodiment, based on the first, second, third, and / or fourth embodiments of this application described above, a fifth embodiment of the vehicle control system of this application is proposed, the vehicle control system comprising: Engines and generators; The hybrid gearbox input shaft has its first end connected to the engine flywheel via a torsional damper, and its second end connected to the generator via a gear. The hybrid gearbox input shaft is used to start the engine when the generator starts.

[0043] In this embodiment, the vehicle control system includes an engine and a generator, which are connected via a hybrid gearbox input shaft. For example, the engine flywheel is connected to the hybrid gearbox input shaft via a torsional damper, and the hybrid gearbox input shaft is connected to the generator inside the hybrid gearbox via gears. The generator drives the diesel engine to start. Of course, the entire vehicle control system may also include more or fewer other components, which will not be described in detail here.

[0044] Based on the above embodiments of the vehicle control system, a hybrid vehicle is proposed, which includes the above-described vehicle control system.

[0045] In this embodiment, the hybrid vehicle uses a vehicle control system to connect the first terminal of the engine switch unit 41 in the engine control module 40 to the positive terminal of the battery 10, the second terminal of the engine switch unit 41 to the second terminal of the vehicle controller 20, and the third terminal of the engine switch unit 41 to the engine controller 42. This allows the throttle valve controlled by the engine controller 42 to be closed when the engine switch unit 41 is powered off by the output signal of the vehicle controller 20. In other words, the vehicle controller 20 can directly control the engine controller 42 to disconnect power when the engine is turned off. The throttle valve will then be closed each time the engine is turned off, and initialized when the engine switch unit 41 is powered on again. The throttle valve will then open again when the engine is started, thus preventing vibration and noise caused by the throttle valve not closing when the engine is turned off. In short, by using the engine switch unit 41 to disconnect power to the engine controller 42 each time the engine is turned off, the throttle valve can be closed to avoid vibration and noise caused by an unclosed throttle valve, thereby improving the control effect of the vehicle control system. Furthermore, the entire vehicle control system can also reduce damage to related components caused by throttle vibration.

[0046] The above are only some embodiments of this application and do not limit the patent scope of this application. All equivalent structural transformations made under the technical concept of this application and using the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included in the patent protection scope of this application.

Claims

1. A vehicle control system, characterized in that, The vehicle control system includes: Battery and vehicle controller; A key control module, wherein a first end of the key control module is connected to the positive terminal of the battery, and a second end of the key control module is connected to the first end of the vehicle controller; An engine control module, comprising an engine controller and an engine switch unit, wherein a first terminal of the engine switch unit is connected to the positive terminal of the battery, a second terminal of the engine switch unit is connected to the second terminal of the vehicle controller, and a third terminal of the engine switch unit is connected to the engine controller, the engine controller being used to keep the throttle valve controlled by the engine controller in a closed state when the engine switch unit is awakened and disconnected by the output signal of the vehicle controller.

2. The vehicle control system as described in claim 1, characterized in that, The engine switch unit includes: The first relay has a first terminal serving as the first terminal of the engine switch unit and connected to the positive terminal of the battery; a second terminal serving as the third terminal of the engine switch unit and connected to the engine controller; a third terminal serving as the first terminal of the engine switch unit and connected to the positive terminal of the battery; and a fourth terminal serving as the second terminal of the engine switch unit and connected to the second terminal of the vehicle controller.

3. The vehicle control system as described in claim 1, characterized in that, The key control module includes: The positive power terminal serves as the first terminal of the key control module and is connected to the positive terminal of the battery. The first control terminal serves as the second terminal of the key control module and is connected to the first terminal of the vehicle controller. When the key control module is configured such that the positive power terminal is connected to the first control terminal, the battery is connected to the first terminal of the vehicle controller.

4. The vehicle control system as described in claim 3, characterized in that, The vehicle control system includes: An AND gate device is provided, wherein the first input terminal of the AND gate device is connected to the first control terminal, the second input terminal of the AND gate device is connected to the second terminal of the vehicle controller, and the output terminal of the AND gate device is connected to the second terminal of the engine switch unit.

5. The vehicle control system as described in claim 4, characterized in that, The vehicle control system includes: A high-level trigger is provided, wherein the input terminal of the high-level trigger is connected to the first control terminal, and the output terminal of the high-level trigger is connected to the second terminal of the engine switch unit. The high-level trigger is configured to output a high level to the second terminal of the engine switch unit when it detects that the first control terminal outputs a high level.

6. The vehicle control system as described in claim 3, characterized in that, The key control module further includes a second control terminal and a third control terminal, and the vehicle control system further includes: The accessory power-on module has a first terminal connected to the second control terminal, a second terminal connected to the third terminal of the vehicle controller, and a third terminal connected to the positive terminal of the battery. The vehicle power module has a first terminal connected to the third control terminal and a second terminal connected to the fourth terminal of the vehicle controller. The key control module is also configured such that when the positive power terminal is connected to the second control terminal, the battery is connected to the third terminal of the vehicle controller, and when the positive power terminal is connected to the third control terminal, the battery is connected to the fourth terminal of the vehicle controller.

7. The vehicle control system as described in claim 6, characterized in that, The accessory power-on module includes: An accessory fuse, wherein the first end of the accessory fuse serves as the third end of the accessory power-on module and is connected to the positive terminal of the battery; The second relay has a first terminal that serves as the first terminal of the accessory power-on module and is connected to the second control terminal. The second terminal of the second relay is connected to the vehicle's starting system. The third terminal of the second relay is connected to the second terminal of the accessory fuse. The fourth terminal of the second relay serves as the second terminal of the accessory power-on module and is connected to the third terminal of the vehicle controller.

8. The vehicle control system as described in claim 6, characterized in that, The vehicle power supply module includes: The vehicle fuse has a first terminal that serves as the third terminal of the vehicle power module and is connected to the positive terminal of the battery. The third relay has a first terminal that serves as the first terminal of the vehicle power-on module and is connected to the third control terminal. The second terminal of the third relay is connected to the vehicle's starting system. The third terminal of the third relay is connected to the second terminal of the vehicle fuse. The fourth terminal of the third relay serves as the second terminal of the vehicle power-on module and is connected to the fourth terminal of the vehicle controller.

9. The vehicle control system according to any one of claims 1 to 8, characterized in that, The vehicle control system includes: Engines and generators; The hybrid gearbox input shaft has a first end connected to the flywheel of the engine via a torsional damper, and a second end connected to the generator via a gear. The hybrid gearbox input shaft is used to drive the engine to start when the generator starts.

10. A hybrid vehicle, characterized in that, The hybrid vehicle includes the vehicle control system described in any one of claims 1 to 9.

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