CN105644547A - Limping control system and method for power battery fault of dual-motor hybrid electric vehicle in running process - Google Patents
Limping control system and method for power battery fault of dual-motor hybrid electric vehicle in running process Download PDFInfo
- Publication number
- CN105644547A CN105644547A CN201610073846.7A CN201610073846A CN105644547A CN 105644547 A CN105644547 A CN 105644547A CN 201610073846 A CN201610073846 A CN 201610073846A CN 105644547 A CN105644547 A CN 105644547A
- Authority
- CN
- China
- Prior art keywords
- electromotor
- motor
- electrokinetic cell
- mode
- fault
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
- B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/24—Energy storage means
- B60W2510/242—Energy storage means for electrical energy
- B60W2510/244—Charge state
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/02—Clutches
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/08—Electric propulsion units
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/10—Change speed gearings
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
The invention discloses a limping control system and method for the power battery fault of a dual-motor hybrid electric vehicle in the running process and belongs to the field of new energy vehicles. Many provided limping control methods for the power battery fault in the prior art do not aim at the dual-motor hybrid electric vehicle, moreover, most of the methods solve the limping problem only through a single way, and under many circumstances, a vehicle sill can be restored to be in a starting state through other ways. Aiming at the dual-motor hybrid electric vehicle, the limping control system for the power battery fault of the dual-motor hybrid electric vehicle in the running process is provided. The situation that an engine or a main motor is started up to the maximum possible extent through a most effective way to drive limping under the condition that a power battery is faulty is achieved so that the personal and property security of a driver can be ensured.
Description
Technical field
The invention belongs to new-energy automobile field, the hybrid vehicle relating to having bi-motor configuration descends the limping control method of electrokinetic cell fault in the process of moving.
Background technology
Along with the development of new-energy automobile, whole vehicle functions safety and troubleshooting are increasingly subject to people's attention. Owing to hybrid vehicle possesses two power sources, therefore it is while a power source breaks down and do not jeopardize driver's personal safety as well as the property safety, and vehicle still can continue to travel. But different from traditional vehicle after all, deep hybrid power automobile can be cancelled orthodox car and install electromotor on the engine, it is also possible to cancel orthodox car and install starter on the engine, then adopt ISG or BSG etc. to take into account starting and generating effect. This also just creates a problem, when certain power assembly of vehicle, when especially electrokinetic cell breaks down, how can enable the vehicle to travel to maintenance factory or safety zone while ensureing driver's personal safety as well as the property safety.
Summary of the invention
Electrokinetic cell is as one of hybrid electric vehicle power source, and it is used for storing electric energy and providing energy source to relevant electrical equipment, is the key component of hybrid vehicle, thus the process after its fault is most important. But the limping control method of some proposed at present electrokinetic cell faults not for double-motor hybrid vehicle, and the method for majority is also only solve limping problem by single channel, in a lot of situations, vehicle still is able to recover starting state by other approach, the present invention is directed to double-motor hybrid vehicle and gives the limping control system of a kind of double-motor hybrid vehicle electrokinetic cell fault in the process of moving. Achieving when electrokinetic cell fault, being driven by maximally effective approach startup electromotor or mair motor of maximum possible is walked lamely, to ensure driver's personal safety as well as the property safety.
The technical solution adopted in the present invention is specific as follows:
The limping of double-motor hybrid vehicle electrokinetic cell fault in the process of moving controls system and includes: electromotor GX01, clutch GX02, variator GX03, mair motor GX04, auxiliary-motor GX05, electrokinetic cell GX06, battery relay GX07, Double Motor Control device GX08, battery management system GX16, AMT (electric control mechanical type automatic speed variator) controller GX17, engine controller GX18 and entire car controller GX19, wherein, first power source is electromotor GX01, second power source is mair motor GX04, electromotor GX01 and mair motor GX04 all can travel by independent drive vehicles,
Electromotor GX01 one end is connected with auxiliary-motor GX05, and auxiliary-motor GX05 is controlled by Double Motor Control device GX08, in order to start electromotor GX01 and generating; The electromotor GX01 other end is connected with change speed gear box GX03 by clutch GX02, and change speed gear box GX03 output shaft is connected with mair motor GX04 output shaft; Described mair motor GX04 possesses Brake energy recovery, driving power-assisted and power assisted gearshift function.
Electrokinetic cell GX06 provides electric energy to mair motor GX04 and auxiliary-motor GX05, and battery relay GX07 is for controlling the electric energy output of electrokinetic cell GX06;
Engine controller GX18 is used for the monitoring to electromotor and control, AMT controller GX17 is used for the monitoring to variator and clutch and control, battery management system GX16 is used for the monitoring to electrokinetic cell GX06 and control, Double Motor Control device GX08 realizes the monitoring to mair motor GX04 and auxiliary-motor GX05 and control, engine controller GX18, AMT controller GX17, battery management system GX16 and Double Motor Control device GX08 all communicates with entire car controller GX19, realized engine controller GX18 by entire car controller GX19, AMT controller GX17, the coordination of battery management system GX16 and Double Motor Control device GX08 controls.
Specifically comprising the following steps that of control method
Vehicle battery management system GX16 in the process of moving monitors electrokinetic cell GX06 state and reports entire car controller GX19, entire car controller GX19 is according to the electrokinetic cell GX06 status information reported, it is judged that electrokinetic cell GX06 whether there is fault trend or fault is unavailable; When electrokinetic cell GX06 causes that nominal power is gradually decrease to disclosure satisfy that the minimum nominal power of engine start demand and without when recovering trend for a certain reason, it is believed that battery exists fault trend; When electrokinetic cell GX06 causes moment unavailable (such as communication disruption etc.) and without when recovering trend for a certain reason, it is believed that electrokinetic cell GX06 fault is unavailable;
If electrokinetic cell GX06 exists fault trend and electromotor GX01 unstart, then electromotor GX01 is started by normal starting mode, and namely electrokinetic cell GX06 provides electric energy, utilizes auxiliary-motor GX05 to start electromotor GX01; Electromotor GX01 starts and immediately turns off battery relay GX07 after successfully, and continuing to walk lamely with the independent drive pattern of electromotor GX01 travels; If electromotor GX01 repeatedly start three times all unsuccessful; car load enter safe mode; Described safe mode is that battery relay GX07 disconnects, and bi-motor all no longer works, and electromotor is shut down simultaneously, and car load is not responding to the accelerator pedal demand of driver, and car load is only by sliding or Brake stop.
If electrokinetic cell GX06 there is fault trend or fault is unavailable, and electromotor GX01 has started, then immediately turn off battery relay GX07, and continuing to walk lamely with the independent drive pattern of electromotor GX01 travels.
If electrokinetic cell GX06 fault is unavailable and electromotor GX01 unstart, then immediately turn off battery relay GX07, then electromotor GX01 is started by improper start mode, and improper mode start mode includes improper start mode one and improper start mode two two ways; Wherein, improper start mode one refers to that mair motor GX04 reclaims vehicle energy, and passes to the mode of auxiliary-motor GX05 starting electromotor GX01; Improper start mode two refers to and utilizes vehicle inertia, is started the mode of electromotor by clutch GX02 sliding wear.
1) improper mode one is used to start electromotor GX01 when speed is higher than the minimum vehicle speed value that the mair motor GX04 kinetic energy reclaimed can be utilized to start electromotor GX01, if electromotor GX01 starts successfully, then continuing to walk lamely with the independent drive pattern of electromotor GX01 travels; If electromotor GX01 repeatedly start three times all unsuccessful; car load enter safe mode;
2) when speed lower than can utilize the mair motor GX04 kinetic energy reclaimed start electromotor GX01 minimum vehicle speed value time use improper mode two to start electromotor GX01; If electromotor GX01 starts successfully, then continuing to walk lamely with the independent drive pattern of electromotor GX01 travels; If electromotor GX01 starts unsuccessful, car load is made to enter safe mode immediately.
Beneficial effects of the present invention:
Patent CN201080040576.0 discloses a kind of method and apparatus for running hybrid motor vehicle under the fault of energy system, and compared with the present invention, targeted vehicle configuration is different, and more focuses on the control method to low voltage equipment supply voltage;
Patent CN201010139417.8 discloses the starter during a kind of high-voltage battery fault condition-alternating current generator control method, compared with the present invention, owing to its electromotor is equipped with auxiliary starter, boosting battery starter-generator can be utilized when high-tension battery fault, be not suitable for the configuration being applied to mentioned by the present invention;
Patent CN201310559772.4 discloses and a kind of controls the method and system that hybrid electric vehicle engine starts when starting electrical fault, compared with the present invention, targeted vehicle configuration is different, and its essence is to utilize battery electric power to pass through electric motor starting electromotor, utilize clutch sliding wear to ensure the ride comfort of vehicle simultaneously.
Accompanying drawing explanation
The limping that Fig. 1 is double-motor hybrid vehicle electrokinetic cell fault in the process of moving in the present invention controls system schematic, and in figure, labelling is as follows: GX01 electromotor; GX02 clutch; GX03 variator; GX04 mair motor; GX05 auxiliary-motor; GX06 electrokinetic cell; GX07 battery relay; GX08 Double Motor Control device; GX09 belt; GX10 chain; GX11 gear; GX12 drives axle; GX13 tire; GX14 boosting battery; GX15 low voltage equipment (containing each controller); GX16 battery management system; GX17AMT controller; GX18 engine controller; GX19 entire car controller.
Fig. 2 is the limping control method schematic flow diagram of heretofore described vehicle travel process medium power battery failures.
Detailed description of the invention
As it is shown in figure 1, the double-motor hybrid vehicle that the present invention is targeted, its structure is specific as follows:
The limping of double-motor hybrid vehicle electrokinetic cell fault in the process of moving controls system and includes: electromotor GX01, clutch GX02, variator GX03, mair motor GX04, auxiliary-motor GX05, electrokinetic cell GX06, battery relay GX07, Double Motor Control device GX08, battery management system GX16, AMT controller GX17, engine controller GX18 and entire car controller GX19, wherein, first power source is electromotor GX01, second power source is mair motor GX04, and electromotor GX01 and mair motor GX04 all can travel by independent drive vehicles;
Electromotor GX01 one end is connected with auxiliary-motor GX05, and auxiliary-motor GX05 is controlled by Double Motor Control device GX08, in order to start electromotor GX01 and generating; The electromotor GX01 other end is connected with change speed gear box GX03 by clutch GX02, and change speed gear box GX03 output shaft is connected with mair motor GX04 output shaft;Described mair motor GX04 possesses Brake energy recovery, driving power-assisted and power assisted gearshift function.
Electrokinetic cell GX06 provides electric energy to mair motor GX04 and auxiliary-motor GX05, charges to boosting battery GX14 simultaneously also by DC converter in Double Motor Control device GX08 and powers to other low voltage equipments GX15; Battery relay GX07 is for controlling the electric energy output of electrokinetic cell GX06;
Engine controller GX18 is used for the monitoring to electromotor and control, AMT controller GX17 is used for the monitoring to variator and clutch and control, battery management system GX16 is used for the monitoring to electrokinetic cell GX06 and control, Double Motor Control device GX08 realizes the monitoring to mair motor GX04 and auxiliary-motor GX05 and control, engine controller GX18, AMT controller GX17, battery management system GX16 and Double Motor Control device GX08 all communicates with entire car controller GX19, realized engine controller GX18 by entire car controller GX19, AMT controller GX17, the coordination of battery management system GX16 and Double Motor Control device GX08 controls.
As in figure 2 it is shown, the specifically comprising the following steps that of the limping control method of the double-motor hybrid vehicle provided in present invention electrokinetic cell fault in the process of moving
Vehicle battery management system GX16 in the process of moving monitors electrokinetic cell GX06 state and reports entire car controller GX19, entire car controller GX19 is according to the electrokinetic cell GX06 status information reported, it is judged that electrokinetic cell GX06 whether there is fault trend or fault is unavailable; When electrokinetic cell GX06 causes that nominal power is gradually decrease to disclosure satisfy that the minimum nominal power of engine start demand and without when recovering trend for a certain reason, it is believed that battery exists fault trend; When electrokinetic cell GX06 causes moment unavailable (such as communication disruption etc.) and without when recovering trend for a certain reason, it is believed that electrokinetic cell GX06 fault is unavailable;
If electrokinetic cell GX06 exists fault trend and electromotor GX01 unstart, then electromotor GX01 is started by normal starting mode, and namely electrokinetic cell GX06 provides electric energy, utilizes auxiliary-motor GX05 to start electromotor GX01; Electromotor GX01 starts and immediately turns off battery relay GX07 after successfully, and continuing to walk lamely with the independent drive pattern of electromotor GX01 travels; If electromotor GX01 repeatedly start three times all unsuccessful; car load enter safe mode; Described safe mode is that battery relay GX07 disconnects, and bi-motor all no longer works, and electromotor is shut down simultaneously, and car load is not responding to the accelerator pedal demand of driver, and car load is only by sliding or Brake stop.
If electrokinetic cell GX06 there is fault trend or fault is unavailable, and electromotor GX01 has started, then immediately turn off battery relay GX07, and continuing to walk lamely with the independent drive pattern of electromotor GX01 travels.
If electrokinetic cell GX06 fault is unavailable and electromotor GX01 unstart, then immediately turn off battery relay GX07, then electromotor GX01 is started by improper start mode, and improper mode start mode includes improper start mode one and improper start mode two two ways; Wherein, improper start mode one refers to that mair motor GX04 reclaims vehicle energy, and passes to the mode of auxiliary-motor GX05 starting electromotor GX01; Improper start mode two refers to and utilizes vehicle inertia, is started the mode of electromotor by clutch GX02 sliding wear.
1) improper mode one is used to start electromotor GX01 when speed is higher than the minimum vehicle speed value that the mair motor GX04 kinetic energy reclaimed can be utilized to start electromotor GX01, if electromotor GX01 starts successfully, then continuing to walk lamely with the independent drive pattern of electromotor GX01 travels;If electromotor GX01 repeatedly start three times all unsuccessful; car load enter safe mode;
2) when speed lower than can utilize the mair motor GX04 kinetic energy reclaimed start electromotor GX01 minimum vehicle speed value time use improper mode two to start electromotor GX01; If electromotor GX01 starts successfully, then continuing to walk lamely with the independent drive pattern of electromotor GX01 travels; If electromotor GX01 starts unsuccessful, car load is made to enter safe mode immediately.
Claims (2)
1. the limping of a double-motor hybrid vehicle electrokinetic cell fault in the process of moving controls system, it is characterized in that, critical piece is as follows: electromotor (GX01), clutch (GX02), variator (GX03), mair motor (GX04), auxiliary-motor (GX05), electrokinetic cell (GX06), battery relay (GX07), Double Motor Control device (GX08), battery management system (GX16), AMT controller (GX17), engine controller (GX18) and entire car controller (GX19), wherein, first power source is electromotor (GX01), second power source is mair motor (GX04), electromotor (GX01) and mair motor (GX04) all can travel by independent drive vehicles,
Electromotor (GX01) one end is connected with auxiliary-motor (GX05), and auxiliary-motor (GX05) is controlled by Double Motor Control device (GX08), in order to start electromotor (GX01) and generating; Electromotor (GX01) other end is connected with change speed gear box (GX03) by clutch (GX02), and change speed gear box (GX03) output shaft is connected with mair motor (GX04) output shaft; Described mair motor (GX04) possesses Brake energy recovery, driving power-assisted and power assisted gearshift function;
Electrokinetic cell (GX06) provides the electric energy that electric energy, battery relay (GX07) are used for controlling electrokinetic cell (GX06) to export to mair motor (GX04) and auxiliary-motor (GX05);
Engine controller (GX18) is used for the monitoring to electromotor and control, AMT controller (GX17) is used for the monitoring to variator and clutch and control, battery management system (GX16) is used for the monitoring to electrokinetic cell (GX06) and control, Double Motor Control device (GX08) realizes the monitoring to mair motor (GX04) and auxiliary-motor (GX05) and control, engine controller (GX18), AMT controller (GX17), battery management system (GX16) and Double Motor Control device (GX08) all communicate with entire car controller (GX19), realized engine controller (GX18) by entire car controller (GX19), AMT controller (GX17), the coordination of battery management system (GX16) and Double Motor Control device (GX08) controls.
2. a control method for the limping control system of battery failures described in claim 1, specific as follows:
Vehicle battery management system in the process of moving (GX16) is monitored electrokinetic cell (GX06) state and reports entire car controller (GX19), entire car controller (GX19) is according to electrokinetic cell (GX06) status information reported, it is judged that electrokinetic cell (GX06) whether there is fault trend or fault is unavailable; When electrokinetic cell (GX06) causes that nominal power is gradually decrease to disclosure satisfy that the minimum nominal power of engine start demand and without when recovering trend for a certain reason, it is believed that battery exists fault trend; When electrokinetic cell (GX06) causes moment unavailable (such as communication disruption etc.) and without when recovering trend for a certain reason, it is believed that electrokinetic cell (GX06) fault is unavailable;
If there is fault trend and electromotor (GX01) unstart in electrokinetic cell (GX06), then electromotor (GX01) is started by normal starting mode, namely electrokinetic cell (GX06) provides electric energy, utilizes auxiliary-motor (GX05) to start electromotor (GX01);Electromotor (GX01) starts and immediately turns off battery relay (GX07) after successfully, and continuing to walk lamely with electromotor (GX01) individually drive pattern travels; If electromotor (GX01) repeatedly start three times all unsuccessful; car load enter safe mode; Described safe mode is that battery relay (GX07) disconnects, and bi-motor all no longer works, and electromotor is shut down simultaneously, and car load is not responding to the accelerator pedal demand of driver, and car load is only by sliding or Brake stop;
If electrokinetic cell (GX06) there is fault trend or fault is unavailable, and electromotor (GX01) has started, then immediately turning off battery relay (GX07), continuing to walk lamely with electromotor (GX01) individually drive pattern travels;
If electrokinetic cell (GX06) fault is unavailable and electromotor (GX01) unstart, then immediately turn off battery relay (GX07), then electromotor (GX01) is started by improper start mode, and improper mode start mode includes improper start mode one and improper start mode two two ways; Wherein, improper start mode one refers to that mair motor (GX04) reclaims vehicle energy, and passes to auxiliary-motor (GX05) and start the mode of electromotor (GX01); Improper start mode two refers to and utilizes vehicle inertia, is started the mode of electromotor by clutch (GX02) sliding wear:
1) improper mode one is used to start electromotor (GX01) when speed starts the minimum vehicle speed value of electromotor (GX01) higher than the kinetic energy that mair motor (GX04) can be utilized to reclaim, if electromotor (GX01) starts successfully, then continuing to walk lamely with electromotor (GX01) individually drive pattern travels; If electromotor (GX01) repeatedly start three times all unsuccessful; car load enter safe mode;
2) improper mode two is used to start electromotor (GX01) when speed starts the minimum vehicle speed value of electromotor (GX01) lower than the kinetic energy that mair motor (GX04) can be utilized to reclaim; If electromotor (GX01) starts successfully, then continuing to walk lamely with electromotor (GX01) individually drive pattern travels; If electromotor (GX01) starts unsuccessful, car load is made to enter safe mode immediately.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201610073846.7A CN105644547B (en) | 2016-02-02 | 2016-02-02 | The limping control system and method for a kind of double-motor hybrid vehicle electrokinetic cell failure in the process of moving |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201610073846.7A CN105644547B (en) | 2016-02-02 | 2016-02-02 | The limping control system and method for a kind of double-motor hybrid vehicle electrokinetic cell failure in the process of moving |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN105644547A true CN105644547A (en) | 2016-06-08 |
| CN105644547B CN105644547B (en) | 2018-02-06 |
Family
ID=56488300
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201610073846.7A Active CN105644547B (en) | 2016-02-02 | 2016-02-02 | The limping control system and method for a kind of double-motor hybrid vehicle electrokinetic cell failure in the process of moving |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN105644547B (en) |
Cited By (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN107487321A (en) * | 2017-06-19 | 2017-12-19 | 宝沃汽车（中国）有限公司 | The clutch control method and device of hybrid vehicle |
| CN107901904A (en) * | 2017-10-13 | 2018-04-13 | 潍柴动力股份有限公司 | The control method and motor vehicle driven by mixed power of motor vehicle driven by mixed power limp-home |
| CN108725420A (en) * | 2017-04-19 | 2018-11-02 | 现代自动车株式会社 | Limping mode control method and system for hybrid vehicle |
| CN108819937A (en) * | 2018-07-04 | 2018-11-16 | 重庆长安汽车股份有限公司 | New-energy automobile limping mode control method and system |
| CN109591801A (en) * | 2017-09-29 | 2019-04-09 | 比亚迪股份有限公司 | Hybrid vehicle and its dynamical system and control method |
| CN109703549A (en) * | 2017-10-25 | 2019-05-03 | 现代自动车株式会社 | The failure safe control method of hybrid electric vehicle |
| CN110606074A (en) * | 2019-09-26 | 2019-12-24 | 中国第一汽车股份有限公司 | Limping control method of 48V hybrid vehicle |
| CN110920800A (en) * | 2018-09-04 | 2020-03-27 | Tvs电机股份有限公司 | Override system |
| CN111267634A (en) * | 2018-12-04 | 2020-06-12 | 长沙智能驾驶研究院有限公司 | Vehicle control method and system, electronic device, and computer storage medium |
| CN112160857A (en) * | 2020-09-27 | 2021-01-01 | 中国第一汽车股份有限公司 | Dual-motor vehicle engine control method and device, vehicle and storage medium |
| CN112172548A (en) * | 2020-10-10 | 2021-01-05 | 浙江吉利控股集团有限公司 | Control method for power system of vehicle, power system and vehicle |
| CN113335083A (en) * | 2021-07-21 | 2021-09-03 | 东蒲联合科技(福建)有限责任公司 | Energy allocation method for range-extended electric cold-chain logistics vehicle and logistics vehicle |
| CN114435336A (en) * | 2022-02-09 | 2022-05-06 | 浙江吉利控股集团有限公司 | Power system control method and control system of double-motor hybrid power vehicle |
Citations (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP3875208B2 (en) * | 2003-04-11 | 2007-01-31 | 日本車輌製造株式会社 | Hybrid vehicle emergency driving system |
| CN101284535A (en) * | 2007-12-05 | 2008-10-15 | 奇瑞汽车股份有限公司 | Torque monitoring method for hybrid electric vehicle |
| CN101528520A (en) * | 2006-08-24 | 2009-09-09 | 株式会社日立制作所 | Hybrid rolling stock |
| CN101841185A (en) * | 2009-03-19 | 2010-09-22 | 通用汽车环球科技运作公司 | Starter during the high-voltage battery fault condition-alternating current generator control |
| CN102529950A (en) * | 2010-12-31 | 2012-07-04 | 上海汽车集团股份有限公司 | Engine start control method after automatic halt of hybrid power vehicle |
| JP2012136064A (en) * | 2010-12-24 | 2012-07-19 | Toyota Motor Corp | Hybrid vehicle and control method thereof |
| CN103042941A (en) * | 2012-12-24 | 2013-04-17 | 联合汽车电子有限公司 | EREV (extended range electric vehicle) power unit with synchronizer and control method thereof |
| CN103423056A (en) * | 2012-05-21 | 2013-12-04 | 上海汽车集团股份有限公司 | Method for controlling abnormal starting up of hybrid power system |
| CN103770775A (en) * | 2012-10-23 | 2014-05-07 | 广州汽车集团股份有限公司 | Equipment protecting device for hybrid power vehicle and working method thereof |
| CN105083273A (en) * | 2014-05-08 | 2015-11-25 | 现代自动车株式会社 | Emergency operation method of hybrid vehicle |
-
2016
- 2016-02-02 CN CN201610073846.7A patent/CN105644547B/en active Active
Patent Citations (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP3875208B2 (en) * | 2003-04-11 | 2007-01-31 | 日本車輌製造株式会社 | Hybrid vehicle emergency driving system |
| CN101528520A (en) * | 2006-08-24 | 2009-09-09 | 株式会社日立制作所 | Hybrid rolling stock |
| CN101284535A (en) * | 2007-12-05 | 2008-10-15 | 奇瑞汽车股份有限公司 | Torque monitoring method for hybrid electric vehicle |
| CN101841185A (en) * | 2009-03-19 | 2010-09-22 | 通用汽车环球科技运作公司 | Starter during the high-voltage battery fault condition-alternating current generator control |
| JP2012136064A (en) * | 2010-12-24 | 2012-07-19 | Toyota Motor Corp | Hybrid vehicle and control method thereof |
| CN102529950A (en) * | 2010-12-31 | 2012-07-04 | 上海汽车集团股份有限公司 | Engine start control method after automatic halt of hybrid power vehicle |
| CN103423056A (en) * | 2012-05-21 | 2013-12-04 | 上海汽车集团股份有限公司 | Method for controlling abnormal starting up of hybrid power system |
| CN103770775A (en) * | 2012-10-23 | 2014-05-07 | 广州汽车集团股份有限公司 | Equipment protecting device for hybrid power vehicle and working method thereof |
| CN103042941A (en) * | 2012-12-24 | 2013-04-17 | 联合汽车电子有限公司 | EREV (extended range electric vehicle) power unit with synchronizer and control method thereof |
| CN105083273A (en) * | 2014-05-08 | 2015-11-25 | 现代自动车株式会社 | Emergency operation method of hybrid vehicle |
Non-Patent Citations (1)
| Title |
|---|
| 刘明辉等: "FAW-TMH强混合动力系统平台开发", 《汽车技术》 * |
Cited By (21)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN108725420A (en) * | 2017-04-19 | 2018-11-02 | 现代自动车株式会社 | Limping mode control method and system for hybrid vehicle |
| CN108725420B (en) * | 2017-04-19 | 2022-08-02 | 现代自动车株式会社 | Limp-home mode control method and system for hybrid vehicle |
| CN107487321A (en) * | 2017-06-19 | 2017-12-19 | 宝沃汽车（中国）有限公司 | The clutch control method and device of hybrid vehicle |
| CN109591801A (en) * | 2017-09-29 | 2019-04-09 | 比亚迪股份有限公司 | Hybrid vehicle and its dynamical system and control method |
| CN107901904A (en) * | 2017-10-13 | 2018-04-13 | 潍柴动力股份有限公司 | The control method and motor vehicle driven by mixed power of motor vehicle driven by mixed power limp-home |
| CN107901904B (en) * | 2017-10-13 | 2019-07-30 | 潍柴动力股份有限公司 | The control method and hybrid vehicle of hybrid vehicle limp-home |
| CN109703549B (en) * | 2017-10-25 | 2021-12-17 | 现代自动车株式会社 | Fail-safe control method for hybrid electric vehicle |
| CN109703549A (en) * | 2017-10-25 | 2019-05-03 | 现代自动车株式会社 | The failure safe control method of hybrid electric vehicle |
| CN108819937A (en) * | 2018-07-04 | 2018-11-16 | 重庆长安汽车股份有限公司 | New-energy automobile limping mode control method and system |
| CN110920800A (en) * | 2018-09-04 | 2020-03-27 | Tvs电机股份有限公司 | Override system |
| CN110920800B (en) * | 2018-09-04 | 2022-01-28 | Tvs电机股份有限公司 | Override system |
| CN111267634A (en) * | 2018-12-04 | 2020-06-12 | 长沙智能驾驶研究院有限公司 | Vehicle control method and system, electronic device, and computer storage medium |
| CN111267634B (en) * | 2018-12-04 | 2021-09-10 | 长沙智能驾驶研究院有限公司 | Vehicle control method and system, electronic device, and computer storage medium |
| CN110606074B (en) * | 2019-09-26 | 2020-09-22 | 中国第一汽车股份有限公司 | Limping control method of 48V hybrid vehicle |
| CN110606074A (en) * | 2019-09-26 | 2019-12-24 | 中国第一汽车股份有限公司 | Limping control method of 48V hybrid vehicle |
| CN112160857A (en) * | 2020-09-27 | 2021-01-01 | 中国第一汽车股份有限公司 | Dual-motor vehicle engine control method and device, vehicle and storage medium |
| CN112172548B (en) * | 2020-10-10 | 2021-10-19 | 浙江吉利控股集团有限公司 | Control method for power system of vehicle, power system and vehicle |
| CN112172548A (en) * | 2020-10-10 | 2021-01-05 | 浙江吉利控股集团有限公司 | Control method for power system of vehicle, power system and vehicle |
| CN113335083A (en) * | 2021-07-21 | 2021-09-03 | 东蒲联合科技(福建)有限责任公司 | Energy allocation method for range-extended electric cold-chain logistics vehicle and logistics vehicle |
| CN114435336A (en) * | 2022-02-09 | 2022-05-06 | 浙江吉利控股集团有限公司 | Power system control method and control system of double-motor hybrid power vehicle |
| CN114435336B (en) * | 2022-02-09 | 2024-02-09 | 浙江吉利控股集团有限公司 | Power system control method and control system of dual-motor hybrid vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| CN105644547B (en) | 2018-02-06 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN105644547A (en) | Limping control system and method for power battery fault of dual-motor hybrid electric vehicle in running process | |
| CN106184198B (en) | A kind of failure limping control method and device for hybrid vehicle | |
| KR101702160B1 (en) | Method and device for operating a hybrid vehicle in the event of a fault in the energy system | |
| KR101759142B1 (en) | Control method and apparatus of hybrid electric vehicle | |
| CN107901904B (en) | The control method and hybrid vehicle of hybrid vehicle limp-home | |
| CN102712314B (en) | Control device and method for vehicle | |
| KR101484200B1 (en) | System for fail safe controlling of hybrid vehicle and method thereof | |
| CN105083273B (en) | The emergency operation method of hybrid vehicle | |
| JP5262084B2 (en) | Vehicle control device | |
| KR101566752B1 (en) | Control method and system for hybrid vehicle | |
| CN103802836A (en) | Method for controlling hybrid electric vehicle | |
| CN103552601B (en) | There is the fluid-link steering control method automatically remedying function | |
| CN105882420B (en) | Power device for automotive safety lifting system | |
| CN103269927A (en) | Active High Voltage Bus Bleed Down | |
| CN113844435B (en) | Hybrid electric vehicle limping control method and hybrid electric vehicle | |
| CN102700395A (en) | Hybrid power system having idle stop and flameout function and control method thereof | |
| CN105216779A (en) | The control setup of hybrid electric vehicle | |
| CN105531143A (en) | Method and system for controlling an isolated hv circuit | |
| KR20120063299A (en) | Limp home controlling systen of hybrid vehicle and method thereof | |
| KR100901564B1 (en) | Method for operating emergency mode of hard type hybrid vehicle | |
| JP2012091770A (en) | Method and device for protecting battery of hybrid vehicle | |
| KR101274137B1 (en) | Limp home controlling method of hybrid vehicle | |
| KR101646419B1 (en) | Method for emergency driving of hybrid electric vehicle | |
| KR101816448B1 (en) | Method for enforced discharge of hybrid electric vehicle | |
| CN107303807A (en) | New-energy automobile hybrid power system rear-guard electric motor clutch control strategy |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C06 | Publication | ||
| PB01 | Publication | ||
| C10 | Entry into substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |