CN107234970B

CN107234970B - Controller for range extender of electric automobile

Info

Publication number: CN107234970B
Application number: CN201710258385.5A
Authority: CN
Inventors: 田颖; 张昕; 张良; 张欣; 李东江
Original assignee: Beijing Jiaotong University
Current assignee: Beijing Jiaotong University
Priority date: 2017-04-19
Filing date: 2017-04-19
Publication date: 2020-05-26
Anticipated expiration: 2037-04-19
Also published as: CN107234970A

Abstract

The invention provides a controller of a range extender of an electric automobile. Including hardware, range extender control strategies, and underlying drivers. The hardware module mainly comprises: the system comprises a signal input processing module, a power supply module, a main control chip and a CAN communication module; the main control chip is in circuit connection with the signal conditioning module, the power supply module and the CAN communication module, generates an engine target rotating speed signal, a motor target torque signal, an APU fault signal, an APU allowed output maximum power value, an APU allowed output maximum torque value and an APU allowed output maximum rotating speed value based on a preset APU control strategy according to signals transmitted by the signal input processing module, and transmits generated signal parameter values to the CAN communication module through bottom layer driving. The controller hardware of the range extender of the electric automobile is high in reliability and high in task processing speed; the range extender control strategy can realize more accurate control on the range extender engine and the motor, improve the fuel economy and reduce the environmental pollution.

Description

Controller for range extender of electric automobile

Technical Field

The invention relates to the technical field of energy control of electric automobiles, in particular to a range extender controller of an electric automobile.

Background

The energy is an important material basis for the economic growth and social development of a country or a region, the scientific and technical level of China is continuously improved since the twenty-first century, and the economy is rapidly developed. Meanwhile, the ever-increasing energy demand makes our country increasingly dependent on energy imports. The environmental pressure is increased due to the sharp increase of the carbon emission, so that the energy requirements and the development change of carbon dioxide in China become the focus of attention of all parties, wherein the problem of climate change which is concerned increasingly is caused by the increase of the carbon dioxide emission due to the combustion of daily fossil fuels; the excessive use of fossil fuels and the energy consumption of the transportation industry place a heavy burden on the environment.

Electric energy is one of potential vehicle energy sources in the future, and has been paid attention and applied to various countries in the world at present. Pure electric vehicles are the most direct application of electric energy, and a series of research enthusiasm at home and abroad is initiated in recent years. High-efficiency and zero-pollution pure electric vehicles become the best path for internationally recognizing and solving the problems, and the environmental protection characteristic of the electric vehicles represents the future development direction of the automobile industry. The extended range electric automobile becomes the current internationally recognized development direction and hot spot with the advantages of low cost, good oil saving rate, low emission, long driving range, less infrastructure investment and the like.

In foreign countries, developed countries such as japan and korea have matured their entire vehicle control technologies early in development and after a long time of technology accumulation. The overall vehicle control technology of foreign colleges and research institutions also has a deep foundation, for example, stuttgart university in germany and dalford university are technically mature in terms of overall vehicle control.

The vehicle control unit comprises hardware and software, core software and programs of the vehicle control unit are generally developed by a vehicle manufacturer, and vehicle part suppliers can provide vehicle control unit hardware and bottom layer drivers. In the research and development direction of new energy vehicles, foreign enterprises are more focused on the research on hybrid electric vehicles. In foreign countries, mature vehicle control solutions can be offered by many large enterprises, such as mainland, bosch, delofu, AVL, and FEV. At present, the development of the vehicle control unit forms a trend of simplifying a system development process and increasing the reusability of the vehicle control unit software by forming an architecture standard, and an automobile manufacturer, a part supplier and a software company form an automobile open system architecture standard and establish an automobile open system architecture alliance.

In China, with the development of the electric automobile industry, the research and development of a vehicle control unit serving as a core component of an electric automobile are emphasized. At present, electric vehicles in China have been developed rapidly, but certain gaps exist compared with foreign countries, and the gaps in the aspect of the whole vehicle controller of the electric vehicle are mainly reflected in the following four aspects:

(1) in the aspect of software design of the whole vehicle controller, the function of the current domestic software design is realized, but the aspects of fault diagnosis software function design, vehicle safety control strategy research and the like have a gap with foreign countries;

(2) in the aspect of hardware design of the whole vehicle controller, the differences between the aspects of core chip research and development, function integration and the like in China and abroad are obvious, and the stability and reliability of the controller are still to be improved;

(3) in the aspect of software development, most automobile manufacturers and universities in China currently adopt a V-shaped development mode to realize the development of the whole automobile controller, but auxiliary tools are lacked in the aspects of generating manufactured and after-sale services;

(4) in the aspect of industrialization, the domestic electric vehicle technology is in the initial stage of research and development, the research and development time is short, the breakthrough development of key technologies such as power batteries is small, although the national government department subsidies, the cost of the pure electric vehicle is high, and although the electric vehicle demonstration operation is realized in part of cities, the vehicle popularization rate is low, the development is relatively slow, and the improvement of the research and development level of the whole vehicle controller is indirectly influenced.

At present, no special controller developed for the range extender of the electric automobile exists at home and abroad. The existing several types of extended-range electric vehicles, no matter mass production or experimental vehicles, divide the extended-range device part of the electric vehicle into the whole vehicle controller for management, but the defects of the mode are very large, because the whole vehicle controller has large running code amount, the running speed can be different along with different tasks, the control of the whole vehicle controller on the extended-range device is influenced by the number of tasks of the whole vehicle controller, the control on an engine and a motor of the extended-range device can be delayed when the tasks are multiple, the fuel economy of the engine is influenced, and the service life of a power battery is influenced. In addition, the integrated form has high failure rate, low reliability, high error rate and low control reliability, and is easy to cause danger.

Disclosure of Invention

The embodiment of the invention provides a range extender controller of an electric automobile, which is used for realizing more accurate control on an engine and a motor of the range extender and improving the fuel economy performance.

In order to achieve the purpose, the invention adopts the following technical scheme.

An electric vehicle range extender controller comprising: the signal conditioning module, the power supply module, the main control chip and the CAN communication module;

the signal conditioning module is used for receiving a coolant temperature signal, an engine rotating speed signal, a motor state signal, an SOC value and a finished automobile required power signal which are input from the outside and transmitting the received signals to the main control chip;

the main control chip is used for being connected with the signal conditioning module, the power supply module and the CAN communication module, generating an engine target rotating speed signal, a motor target torque signal, an APU allowed output maximum power value, an APU allowed output maximum torque value and an APU allowed output maximum rotating speed value based on a preset APU control strategy according to each signal output by the signal conditioning module, and transmitting each signal and each value to the CAN communication module;

the CAN communication module is used for communicating with an engine controller, a motor controller and a whole vehicle controller through a CAN bus, transmitting an engine target rotating speed signal output by the main control chip to the engine controller, transmitting a motor target torque signal output by the main control chip to the motor controller, and transmitting an APU allowed output maximum power value, an APU allowed output maximum torque value and an APU allowed output maximum rotating speed value output by the main control chip to the whole vehicle controller;

and the power supply module is used for supplying power to the whole range extender controller of the electric automobile.

Furthermore, the signal conditioning module comprises an IO conditioning circuit, an AD conditioning circuit and a CAN conditioning circuit;

the IO conditioning circuit is used for receiving an APU starting signal, an APU stopping signal and an engine rotating speed signal which are input from the outside and transmitting the signals to the main control chip;

the AD conditioning circuit is used for receiving a cooling liquid temperature signal input from the outside and transmitting the cooling liquid temperature signal to the main control chip;

the CAN conditioning circuit is used for receiving an SOC value, required power of the whole vehicle, a fault signal and motor state information which are input through CAN communication from the outside and transmitting the SOC value, the required power, the fault signal and the motor state information to the main control chip.

Further, the main control chip is configured to generate a start-stop signal, a mode control signal, an engine target rotation speed signal, an engine electronic throttle signal, a motor target rotation speed signal, a motor target torque signal, a motor mode control signal, an APU fault signal, an APU allowed output maximum power value, an APU allowed output maximum torque value, and an APU allowed output maximum rotation speed value according to various signals output by the IO conditioning circuit, the AD conditioning circuit, and the CAN conditioning circuit based on a preset APU control strategy, and transmit the generated signals and the generated values to the CAN communication module;

the CAN communication module is used for transmitting the start-stop signal, the mode control signal, the engine target rotating speed and the engine electronic throttle signal output by the main control chip to the engine controller, transmitting the start-stop signal, the motor target rotating speed signal, the motor target torque signal and the motor mode control signal output by the main control chip to the motor controller, and transmitting the APU fault signal, the APU allowed output maximum power value, the APU allowed output maximum torque value and the APU allowed output maximum rotating speed value output by the main control chip to the whole vehicle controller.

Further, the main control chip comprises: a temperature signal processing circuit;

the AD conditioning circuit is used for measuring an engine coolant temperature signal through the negative temperature coefficient resistance type sensor and transmitting the engine coolant temperature signal to the temperature signal processing circuit;

the temperature signal processing circuit is used for performing analog-to-digital conversion on the engine coolant temperature signal through the ADC module, performing grading judgment on the fault grade of the engine by using an APU (auxiliary Power Unit) control strategy according to the engine coolant temperature signal, and if the fault grade is a first-grade fault, stopping the range extender of the electric automobile; if the engine secondary fault happens, reporting the secondary fault information of the engine to the vehicle control unit through the CAN communication module, and further processing the secondary fault information by the vehicle control unit.

Further, the main control chip further comprises: a rotational speed signal processing circuit;

the IO conditioning circuit is used for measuring an engine rotating speed signal through the magnetoelectric rotating speed sensor, calculating the circuit external interrupt number of the magnetoelectric rotating speed sensor in 1 second by adopting a TC1782 external interrupt SCU module and an STM timing module, acquiring engine rotating speed information according to the external interrupt number, and transmitting the engine rotating speed information to the rotating speed signal processing circuit;

the rotating speed signal processing circuit is used for monitoring the rotating speed of the engine in real time according to the rotating speed information of the engine transmitted by the IO conditioning circuit and adjusting the running state of the range extender of the electric automobile according to the rotating speed of the engine.

Further, the main control chip further comprises:

the system comprises an APU control strategy management module, a main control unit and a main control unit, wherein the APU control strategy management module is used for setting and managing an APU control strategy, the APU control strategy comprises a target power value given by a whole vehicle controller, an engine is enabled to work at a specific working point on the premise of meeting the requirement of the target power value, and the specific working point is determined jointly according to a power curve of the engine and a most economical area of oil consumption in a universal characteristic curve of the engine;

after a target power value given by the vehicle controller is received, the power of the engine, the rotating speed of the engine and the torque of the motor are coordinately controlled according to the power, the rotating speed of the engine and the torque parameters corresponding to the working point, so that the output power of the APU meets the requirement of the target power value.

Further, the main control chip further comprises:

the working state control module is used for controlling the electric automobile range extender controller to switch among five states of starting, running, idling, stopping and failure;

when the controller of the range extender of the electric vehicle is in a shutdown state, the whole vehicle electrical equipment is electrified, the whole vehicle controller judges that the power battery cannot meet the required power or judges that the SOC value of the battery reaches the lowest point of a set value, the whole vehicle controller sends a starting signal to the controller of the range extender of the electric vehicle, and the controller of the range extender of the electric vehicle is converted into a starting state from the shutdown state;

when the controller of the range extender of the electric automobile is in a starting state, the vehicle control unit sends a target power value to the range extender of the electric automobile after receiving a starting success signal sent by the range extender of the electric automobile, the range extender of the electric automobile determines the power and the rotating speed of an engine according to the prestored power, the rotating speed of the engine and torque parameters corresponding to a specific working point, determines the torque of the motor, and the controller of the range extender of the electric automobile is converted into an operating state from the starting state;

when the electric automobile range extender controller is in an operating state, after the electric automobile range extender controller receives a stop signal sent by the vehicle control unit, the electric automobile range extender controller firstly sends a closing instruction to the engine controller, and then sends a closing instruction to the motor controller after the current state signal of the engine fed back by the engine controller is closed, and after the current state signal of the motor fed back by the motor controller is closed, the electric automobile range extender controller is switched to the stop state from the operating state;

when the electric automobile range extender controller is in a starting state, an idling state, a running state and a stopping state, when the electric automobile range extender controller judges that a fault occurs, the electric automobile range extender controller is converted into a fault state, the electric automobile range extender controller judges the fault level, and if the fault level is a first-level fault, the electric automobile range extender is stopped; if the fault is a secondary fault, the range extender controller reduces the power and operates; and if the engine is in the third-level fault, reporting the three-level fault information of the engine to the vehicle controller through the CAN communication module, and further processing the three-level fault information by the vehicle controller.

Further, the working state control module is further used for adopting a rotating speed control mode for the engine and a torque control mode for the motor, adopting a segment control mode when the motor is in a loading working condition, after the target rotating speed of the engine and the target torque of the motor are determined according to the required power of the whole vehicle, adopting a difference mode to calculate the target rotating speed of the engine and the target torque of the motor in the next stage at a power point of every 1kW, firstly sending the target rotating speed of every 1kW to the engine, sending the target torque of every 1kW to the motor after the speed regulation of the engine is finished, carrying out the speed regulation in the next stage after the target torque of every 1kW is loaded by the motor, and repeating the processes until the target rotating speed and the target torque of the engine and the motor are respectively reached.

Further, the main control chip further comprises: the circuit comprises a clock circuit, a reset circuit and a power module circuit;

the clock circuit is used for using a clock signal provided by an external clock source,

the reset circuit is used for resetting the hardware logic in the controller of the range extender of the electric automobile to an initial state by using a clock circuit designed by a crystal oscillator in the chip, so that the processor starts to execute a program from a first instruction;

and the power supply module is used for being connected with a power supply module in the range extender controller of the electric automobile and supplying power to the main control chip.

Further, the bottom driver of the CAN communication module includes:

the clock of the CAN module is set to be 90 MHz; selecting a CAN node: CAN0, CAN1, and CAN 2; distributing the message object to the CAN node according to the requirement; message object setting: direction, DLC, frame type, frame address; allowing the CAN to interrupt the service function; checking a corresponding CAN module service function; generating codes in TASKING, and developing corresponding programs in service functions;

the bottom driver of the clock circuit comprises:

setting the clock of the clock module to 45 MHZ; determining the precision and selecting a timer; checking a comparison register as required; setting a comparison start bit, a comparison length and a register value of a comparison register; checking the interrupt control of the comparison register and setting the interrupt level; checking the service function of the corresponding clock module;

generating codes in TASKING, and developing corresponding programs in service functions;

the bottom layer drive of the SCU module of the system control unit of the main control chip comprises:

the external interrupt 0 pin is assigned to P3.10; p3.10 is set as an input channel0 port; running an ERU interrupt service function; checking a corresponding SCU module service function; generating codes in TASKING, and developing corresponding programs in service functions;

the bottom layer driver of the ADC module comprises:

2 independent ADC modules were provided: ADC0 and ADC1, setting the clocks of ADC0 and ADC 1; configuring the ADC0 input channels; checking the service function of the corresponding ADC module; and generating a code in the TASKING, and developing a corresponding program in a service function.

According to the technical scheme provided by the embodiment of the invention, the controller of the range extender of the electric automobile has high hardware reliability and high task processing speed; the developed bottom driving software can well complete the algorithm butt joint of the controller hardware and the application layer, thereby shortening the development period of the controller software and reducing the development difficulty; the researched range extender control strategy can realize more accurate control on the range extender engine and the motor, improve the fuel economy and reduce the environmental pollution.

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.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings needed to be used in the description of the embodiments will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without inventive labor.

Fig. 1 is a schematic diagram of a development process of a range extender controller of an electric vehicle according to an embodiment of the present invention;

fig. 2 is a schematic structural diagram of a range extender controller of an electric vehicle according to an embodiment of the present invention;

fig. 3 is a schematic diagram of an operating principle of a range extender controller of an electric vehicle according to an embodiment of the present invention;

fig. 4 is a schematic diagram of a clock circuit of a TC1782 chip according to an embodiment of the present invention;

FIG. 5 is a circuit diagram of a TC1782 reset circuit according to an embodiment of the present invention;

FIG. 6 is a power supply circuit diagram of an APU controller according to an embodiment of the present invention;

FIG. 7 is a circuit diagram of a temperature signal conditioning circuit according to an embodiment of the present invention;

FIG. 8 is a schematic diagram of an engine speed signal conditioning circuit according to an embodiment of the present invention;

fig. 9 is a circuit diagram of two paths of CAN communication circuits provided in the embodiment of the present invention;

fig. 10 is a schematic view of a development flow of a CAN bottom driver module according to an embodiment of the present invention;

FIG. 11 is a flowchart of development of an STM underlying driver module according to an embodiment of the present invention;

fig. 12 is a flowchart of development of an SCU bottom driver module according to an embodiment of the present invention.

Fig. 13 is a flowchart of developing an ADC bottom driver module according to an embodiment of the present invention.

FIG. 14 is a schematic illustration of the location of three operating points on an engine fuel consumption map provided by an embodiment of the present invention;

FIG. 15 is a schematic diagram illustrating control logic for an APU from an OFF state to an ON state according to an embodiment of the present invention;

FIG. 16 is a logic diagram illustrating control of an APU from a startup state to a run throttle state according to an embodiment of the present invention;

FIG. 17 is a schematic diagram illustrating an APU control logic from an operating state to a shutdown state according to an embodiment of the present invention;

FIG. 18 is an overall block diagram of the APU control strategy provided by the embodiment of the invention.

Detailed Description

Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention.

As used herein, the singular forms "a", "an", "the" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises" and/or "comprising," when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. It will be understood that when an element is referred to as being "connected" or "coupled" to another element, it can be directly connected or coupled to the other element or intervening elements may also be present. Further, "connected" or "coupled" as used herein may include wirelessly connected or coupled. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items.

It will be understood by those skilled in the art that, unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. It will be further understood that terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the prior art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.

For the convenience of understanding the embodiments of the present invention, the following description will be further explained by taking several specific embodiments as examples in conjunction with the drawings, and the embodiments are not to be construed as limiting the embodiments of the present invention.

The development process schematic diagram of the controller of the range extender of the electric vehicle provided by the embodiment of the invention is shown in fig. 1, and the development process mainly comprises three stages:

the method comprises the following steps that in the first stage, requirements are analyzed, the function definition is carried out on an APU (Auxiliary Power Unit) controller of the electric automobile, the input and output variables and the communication mode of the APU controller are determined, APU control strategies are researched, and the overall design scheme of the APU controller is carried out;

developing an APU control strategy based on a Stateflow model and an engine and motor Smulink model, carrying out an analog simulation experiment in MATLAB, eliminating errors, and verifying the rationality and the effectiveness of the developed APU control strategy;

a third stage, generating optimized executable APU control strategy C codes from a Simulink model by utilizing an RTW (Real-time works and applications) code generation tool, integrating programs with controller bottom layer driving software, and downloading the codes into the developed APU controller to realize the fast programming of the APU control strategy;

and in the fourth stage, software and hardware joint debugging and experimental verification are carried out.

1. Hardware development

The schematic structural diagram of the range extender controller of the electric vehicle provided by the embodiment of the invention is shown in fig. 2, and the controller comprises: the signal conditioning module, the power supply module, the main control chip and the CAN communication module;

the signal conditioning module is used for comprising an IO conditioning circuit, an AD conditioning circuit and a CAN conditioning circuit; the IO conditioning circuit receives and transmits an APU starting signal, an APU stopping signal and an engine transfer signal which are input from the outside to the main control chip; the AD conditioning circuit receives a cooling liquid temperature signal input from the outside and transmits the cooling liquid temperature signal to the main control chip; the CAN conditioning circuit receives and transmits an SOC value, required power of the whole vehicle, a fault signal and motor state information which are input through CAN communication to the main control chip.

The main control chip is used for being in circuit connection with the signal conditioning module, the power supply module and the CAN communication module, generating start and stop signals, mode control signals, engine target rotating speed signals, engine electronic throttle signals, motor target rotating speed signals, motor target torque signals, motor mode control signals, APU fault signals, APU allowed output maximum power values, APU allowed output maximum torque values and APU allowed output maximum rotating speed values according to various signals transmitted by the IO conditioning circuit, the AD conditioning circuit and the CAN conditioning circuit based on a preset APU control strategy, and transmitting the generated various signals and the generated values to the CAN communication module;

the CAN communication module is used for communicating with an engine controller, a motor controller and a vehicle control unit through a CAN bus, transmitting start-stop signals, mode control signals, engine target rotating speed and engine electronic throttle signals transmitted by the main control chip to the engine controller, transmitting start-stop signals, motor target rotating speed signals, motor target torque signals and motor mode control signals transmitted by the main control chip to the motor controller, and transmitting fault signals transmitted by the main control chip, APU allowed maximum power values, APU allowed maximum torque values and APU allowed maximum rotating speed values to the vehicle control unit.

The power supply module is used for supplying power to the whole range extender controller of the electric automobile;

the main control chip comprises: the device comprises a temperature signal processing circuit, a rotating speed signal processing circuit, an APU control strategy management module, a working state control module, a clock circuit, a reset circuit and a power module circuit;

the AD conditioning circuit is used for measuring an engine coolant temperature signal through a negative temperature coefficient resistance sensor and transmitting the engine coolant temperature signal to the temperature signal processing circuit in the main control chip;

the temperature signal processing circuit is used for performing analog-to-digital conversion on the engine coolant temperature signal through the ADC module, performing grading judgment on the fault grade of the engine by using an APU (auxiliary Power Unit) control strategy according to the digital engine coolant temperature signal, and stopping the electric automobile range extender if the fault grade is a first-grade fault; if the fault is a secondary fault, controlling the range extender to reduce power and operate; if the engine is in the third-level fault state, reporting the three-level fault information of the engine to the vehicle control unit through the CAN communication module, and further processing the three-level fault information by the vehicle control unit;

the IO conditioning circuit is used for measuring an engine rotating speed signal through a magnetoelectric rotating speed sensor, calculating the circuit external interrupt number of the magnetoelectric rotating speed sensor in 1s by adopting a TC1782 external interrupt SCU module and an STM timing module, acquiring engine rotating speed information according to the external interrupt number, and transmitting the engine rotating speed information to a rotating speed signal processing circuit;

The system comprises an APU control strategy management module, a vehicle control unit and a vehicle control unit, wherein the APU control strategy management module is used for making and managing an APU control strategy, the APU control strategy comprises a target power value given by the vehicle control unit, the engine works at a specific working point on the premise of meeting the requirement of the target power value, and the specific working point is determined together according to a power curve of the engine and the most economic oil consumption area in a universal characteristic curve of the engine. And the main control chip is used for carrying out coordination control on the engine power, the engine rotating speed and the motor torque according to the power, the engine rotating speed and the torque parameters corresponding to the specific working point after receiving the target power value given by the vehicle controller, so that the output power of the APU meets the requirement of the target power value.

when the electric automobile range extender controller is in a starting state, an idling state, a running state and a stopping state, when the electric automobile range extender controller judges that a fault occurs, the electric automobile range extender controller is converted into a fault state, the electric automobile range extender controller judges the fault level, and if the fault level is a first-level fault, the electric automobile range extender is stopped; if the fault is a secondary fault, controlling the range extender to reduce power and operate; and if the fault is a three-level fault, reporting the three-level fault information to the vehicle control unit through the CAN communication module, and further processing the three-level fault information by the vehicle control unit.

The working state control module adopts a rotating speed control mode for an engine, adopts a torque control mode for a motor, adopts a sectional control mode when the motor is in a loading working condition, adopts a difference mode to calculate the target rotating speed of the engine and the target torque of the motor at the next stage at a power point of 1kW every after the target rotating speed of the engine and the target torque of the motor are determined according to the required power of the whole vehicle, firstly sends the target rotating speed of 1kW every engine, sends the target torque of 1kW every motor after the speed regulation of the engine is finished, and then carries out the speed regulation at the next stage after the target torque of 1kW is loaded by the motor, and repeats the processes until the target rotating speed and the target torque are respectively reached by the engine and the motor.

Wherein the clock circuit is used for using a clock signal provided by an external clock source,

the reset circuit is used for resetting hardware logic in the controller of the range extender of the electric automobile to an initial state by using a clock circuit designed by a crystal oscillator in a chip, so that the processor starts to execute a program from a first instruction;

the power module is used for being connected with a power supply module in the electric automobile range extender controller and supplying power to the main control chip.

The working principle schematic diagram of the range extender controller of the electric vehicle provided by the embodiment of the invention is shown in fig. 3, and a dotted line frame on the right side in fig. 3 is an input signal of the APU controller. The starting signal and the stopping signal of the APU controller are realized by an IO conditioning circuit, when the main control chip judges that the output end of the IO circuit is in a high level, an APU starting instruction is executed, and when the output end of the IO circuit is in a low level, an APU stopping instruction is executed; the temperature of the engine coolant is an important parameter for judging whether the engine has a fault, a temperature signal is measured by a resistance type sensor, and analog-to-digital conversion is carried out by a main control chip ADC module through a conditioning circuit; and the SOC value of the power battery and the required power of the whole vehicle are transmitted in a CAN communication mode. Considering that the resource allocation of hardware pins of the vehicle controller, the engine and the motor controller is limited, the output signals of the controller are communicated with the vehicle, the engine and the motor in a CAN communication mode.

Designing a hardware circuit of the electric automobile range extender controller:

(1) controller minimal system circuit design

The controller of the range extender of the electric automobile can be realized by adopting a TC1782 chip, and a minimum system of the TC1782 chip mainly comprises the following three parts: clock circuit, reset circuit, power module circuit. All microcontrollers are sequential circuits, a clock signal is needed to work, and in order to reduce power consumption and strictly synchronize the use of an external clock source to provide a clock signal, a clock circuit of a TC1782 chip is shown in FIG. 4.

The reset circuit uses a clock circuit designed by a TC1782 chip internal crystal oscillator, and a crystal XT201 and capacitors C203 and C204 are externally connected to form basic oscillation due to feedback resistance integrated in the chip. The external clock circuit of the 20MHz crystal oscillator is connected with the single chip microcomputer through an EXTAL pin, wherein the XTAL pin is a TC1782 single chip microcomputer external crystal oscillator clock pin.

Reset refers to the restoration of hardware logic in the controller to an initial state that causes the processor to execute the program starting with the first instruction. Reset is an indispensable component of the controller and is of equal importance to the clock system. The TC1782 reset circuit diagram is shown in fig. 5.

After the P121 pin of the TC1782 chip is pulled low, the chip enters a reset state. The TC1782 reset circuit adopts a resistance-capacitance reset circuit, and the voltage at two ends of a capacitor C615 cannot change suddenly when a reset key is pressed, so that VC615 is 0V, VC615 gradually rises along with the charging of the capacitor until the voltage is equal to R621, a transistor is turned on after the voltage is divided by R622, and a low battery pulse is formed at a chip/PORST end for a certain time. After the reset key is released, the resistor R622 provides a rapid discharge circuit for the capacitor C615 to rapidly return the/port terminal voltage to zero, so that the chip can be reset in time when the reset key is pressed next time.

The power module provides energy for the whole controller, is the working basis of the whole APU controller and has an extremely important position. The power module needs to supply power to the TC1782 chip, the communication circuit and the input signal conditioning circuit. The APU controller power circuit is shown in fig. 6. The controller adopts a TLE7368-2E power supply conversion chip of Infineon company, 12V voltage provided by a Beiqi A0 grade C50 whole vehicle is adopted, and the power supply voltage of the TLE7368-2E power supply conversion chip is between 4.5V and 45V, in the range, after the TLE7368-2E is converted, 3.3V, 5V and 1.2V voltage is supplied to a TC1782 chip, a communication module and an input signal conditioning circuit, so that the power supply requirements of all parts of the whole controller are met, and the voltage stabilizing chip can also provide short circuit, overvoltage, over-temperature and other protections for a single chip microcomputer.

(2) Controller peripheral circuit design

(a) Input signal processing circuit design

The input signal of the APU controller is mainly obtained by CAN communication with a vehicle controller, an engine and a motor controller, but the state information of the two engines, namely a coolant temperature signal and an engine speed signal in the input signal, does not necessarily realize information sharing on a CAN bus, namely the APU controller CAN not necessarily obtain the two input signals by CAN communication. Therefore, the invention designs a temperature signal processing circuit and a rotating speed signal processing circuit when the hardware of the APU controller is designed.

The engine coolant temperature is mainly used for judging whether the engine has a fault or not, the APU control strategy algorithm can make a grading judgment on the fault level of the engine when the engine has the fault, and if the engine has the first-level fault, the APU can perform automatic shutdown operation; if the fault is a secondary fault, controlling the range extender to reduce power and operate; the lower fault level of the three-level fault generally does not hinder the operation of the APU, so that the three-level fault is reported to the whole vehicle controller through the APU and the whole vehicle CAN and is further processed by the whole vehicle controller. The temperature signal conditioning circuit is shown in fig. 7.

The temperature signal of the cooling liquid is measured by a Negative Temperature Coefficient (NTC) resistance sensor, the signal conditioning circuit adopts an LM324 chip, the LM324 chip is a four-operational amplifier integrated circuit, the LM324 chip is packaged by a 14-pin dual-in-line material, four groups of operational amplifiers with the same form are contained in the LM324 chip, the four operational amplifiers are mutually independent except for the sharing of a power supply, and the LM324 chip is ideal for detecting weak signals. In order to facilitate debugging of the circuit board and upgrading of functions of the APU controller, the APU controller has four temperature signal conditioning circuits, wherein the W _ TEMP2, the W _ TEMP3 and the W _ TEMP4 are three reserved circuits.

The APU controller is used for realizing the coordinated control of the engine and the motor, the rotating speed of the engine needs to be monitored in real time, and the operating state of the range extender is adjusted according to the rotating speed of the engine, so that the power requirement of the whole vehicle is met. The engine speed signal conditioning circuit diagram is shown in fig. 8.

The engine speed of the sine wave signal is measured by a magnetoelectric speed sensor, and the external interrupt number of the magnetoelectric speed sensor circuit in 1s is calculated by a TC1782 external interrupt SCU module and an STM timing module to obtain the engine speed information. Therefore, in order to accurately count external interrupts, a rotational speed signal conditioning circuit shown in fig. 2-7 is needed, when RS1 inputs a high-voltage battery, the transistor 1Q1 is turned on, the TLP 521-21 pin and the 2 pin infrared light emitting diode are turned on and coupled to the 5 pin and 6 pin optical triode, and the 5 pin has signal output to convert a sine wave signal into a rectangular wave signal. In order to facilitate debugging of the circuit board and upgrading of functions of the APU controller, the APU controller has two rotation speed signal conditioning circuits, wherein the RS2 circuit is a reserved circuit.

(b) Communication module design

When the APU controller works, the engine controller, the motor controller, the vehicle controller and the APU controller carry out data transmission through CAN communication. For example, the required power, the power battery SOC value, the fault information and the like of the whole vehicle controller are transmitted to the APU controller through the CAN BUS, and meanwhile, the APU controller transmits the APU working mode, the current power generation power value and the fault information to the whole vehicle controller through CAN communication. The TC1782 is internally integrated with a CAN module with 3 CAN nodes. The APU controller is the APU control core and has large communication data volume with the three controllers, so that two CAN communication circuits are designed as shown in FIG. 9.

The APU controller CAN communication circuit adopts a TLE6250GV33 bus transceiver of Infineon company, is an interface between a protocol controller and a physical bus, provides differential transmission capability to the bus and differential receiving capability to the CAN controller, is compatible with the ISO/DIS 11898 standard, CAN be used for transmitting data on two buses with differential voltage up to 1Mbit/s bit rate, and CAN be used in CAN bus system buses with 12V and 24V power supply voltage, and meets the requirements of the APU controller on a communication module. When the communication circuit is designed, nodes of CAN0, CAN1 and CAN0 and CAN1 in TC1782 and CAN2 are selected for design, and pin multiplexing ports P3.12RXD0 and P3.13TXD0 are respectively selected as CAN0 input and output ports, and pin multiplexing ports P3.14RXD1 and P3.15RXD1 are selected as CAN1 input and output ports.

Software development

Underlying software development

CAN communication module bottom drive development

The TC1782 has a CAN module with 3 CAN nodes, which comprises nodes CAN0, CAN1 and CAN2, wherein the CAN2 node supports TTCAN function, has 128 freely distributed message objects MO (CAN MessageObject), and the module clock frequency is 90 MHz. The invention uses CAN Node 0 to exchange information with other controllers on CAN Bus in the bottom software development, the invention develops CAN bottom drive module according to the flow of figure 10, including the following processing procedures:

the development process of the bottom layer driver of the CAN communication module comprises the following steps:

the clock of the CAN module is set to be 90 MHz;

selecting a CAN node: CAN0, CAN1, and CAN 2;

distributing the message object to the CAN node according to the requirement;

message object setting: direction, DLC, frame type, frame address;

allowing the CAN to interrupt the service function;

checking a corresponding CAN module service function;

and generating a code in the TASKING, and developing a corresponding program in a service function.

The CAN Node 0 Node initialization setting comprises the steps that an input pin is configured to be P3.12, an output pin is configured to be P3.13, and the setting of a bottom layer CAN module is carried out according to a communication protocol determined by an APU controller, a vehicle VCU controller, an engine ECU controller and a motor GCU controller. The inter-controller communication protocol is shown in table 1.

Table 1: communication protocol

In DAvE, 11 MO allocation messages are selected, MO0 to MO7 are configured as inputs, MO11 to MO14 are configured as outputs, and each MO attribute is set, as specifically shown in table 2.

Table 2: MO configuration

Setting the first 7 MOs of the CAN Node 0 Node as input, enabling to receive interruption, generating interruption after the MOs receive information, correspondingly processing data in an interruption program, and transmitting the received information to an APU control strategy model C code program inlet in a main function for the APU control strategy application program to use in real time; MO11 through MO14 output APU control policy application control signals and status information.

STM module bottom layer drive development

An external 20MHz crystal oscillator is adopted in a system clock module STM (System Timer Module) system, the clock frequency of the STM module is set to 45.00MHz and is obtained by frequency division of two times of a system clock, a system clock register is 56 bits, the precision is 0.02us, and the timing range reaches 50.78 years. The TC1782 chip also has 7 32-bit system clock registers, from TIM0 to TIM6, the precision is from 0.02us to 1.59min, the timing range is from 1.59min to 50.78 years, developers carry out timing setting according to actual needs, the invention carries out STM bottom layer driving module development according to the flow of FIG. 11, and the method comprises the following processing procedures:

setting the clock of the clock module to 45 MHZ;

determining the precision and selecting a timer;

checking a comparison register as required;

setting a comparison start bit, a comparison length and a register value of a comparison register;

checking the interrupt control of the comparison register and setting the interrupt level;

checking the service function of the corresponding clock module;

TC1782 carries two timers, CMP0 and CMP 1. The invention uses a timer CMP0 and combines a CAN module to complete the task of 100ms of output signal period of an APU controller in a communication protocol, when using a CMP0 timer, the TIM2 system clock register with the precision of 5.69us and the effective time of 6.79h is selected according to the actual and precision requirements of items, the selection of the TIM2 is determined by searching a CMP0 comparison starting bit value of 8 and a comparison scale of 32 according to a user data manual, a CMP0 comparison value is calculated according to the precision and the timing time of the selected timer, and the setting value is 0x44A6 in DAvE, thereby realizing the function of timing 100 ms. When the timer CMP1 is used to count the engine speed signal for 1s and is combined with the system Control unit scu (system Control unit) interrupt module, the setting process and the related parameter calculation method are similar to CMP0, and are not described herein again.

SCU module driver development

The system control unit SCU module is arranged in the main control chip, mainly aiming at the rotating speed signal of an engine sensor, the rotating speed signal of the sensor is converted into a rectangular wave signal after passing through a rotating speed signal conditioning circuit, and development of an SCU bottom layer driving module is carried out according to the flow of a graph 12, and the method comprises the following processing processes:

the external interrupt 0 pin is assigned to P3.10;

p3.10 is set as an input channel0 port;

running an ERU interrupt service function;

checking a corresponding SCU module service function;

The P3.10 pin is configured as an external interrupt zero input signal port in the SCU module setting and is connected with a rectangular wave signal end. Pin P3.10 is set to pull down mode, turning on the interrupt. After the SCU module is set, an IO port is configured, a P5.2 port is configured as a general IO port, a port initialization function IO _ vlint and a port turnover function IO _ vToggePin are selected, a corresponding program is written at the SCU interrupt processing function to quote the IO _ vToggePin function, when a P3.10 storage battery is changed from high to low, an external interrupt zero function is executed, a light emitting diode connected at the P5.2 port can flicker to generate an indicating function, the SCU module obtains an engine speed value after 1s of counting is completed, and the engine speed value of the APU is transmitted to a code inlet of a control strategy model C in a main function to be used by an APU control strategy application program.

AD conversion module driven development

The TC1782 microcontroller has 2 independent ADC modules: ADC0 and ADC1, each ADC block comprising 16 analog input signal channels. The APU controller developed by the subject relates to that A/D signals are mainly cooling liquid temperature signals, ADC0 module Channel0 Channel is adopted for analog-to-digital conversion, the conversion precision is 12 bits, ADC bottom layer driving module development is carried out according to the flow of figure 13, and the method comprises the following processing procedures:

2 independent ADC modules were provided: ADC0 and ADC1, setting the clocks of ADC0 and ADC 1;

configuring the ADC0 input channels;

checking the service function of the corresponding ADC module;

(b) Study of control strategy

When the range extender operates, the engine and the motor are a coupling system connected through the torsional damper, five states of starting, operating, waiting, stopping and failure are mainly provided, and sudden change of torques of the engine and the motor can be caused during state switching. For example, from a start-up state to a generating operation state, the motor is switched from a motoring mode to a generating mode, and the engine responds to the motor load; in a power generation running state, an APU responds to a required power signal sent by a VCU (Vehicle control Unit), if the load of a motor is too large, an engine is flamed out, and if the load of the motor is too slow, the fuel injection quantity of the engine is increased, and the Vehicle is coasted; in the shutdown process, because the rotational inertia of the engine and the motor is relatively large, if the power generation load of the motor is directly unloaded, the rotating speed of the engine suddenly rises, and the engine also flies; during the operation of the coupled system of the engine and the generator, the coupled system is caused by the non-uniformity of the operation of the engine and the fluctuation of the rotating speed and the torque; since the above problems are caused by large variations in the torque of the engine and the motor, it is necessary to establish an APU control strategy based on torque coordinated control, and to study an energy management control strategy in consideration of the fuel economy of the engine.

Range extender operating point selection

The engine control strategy of the extended range electric automobile has diversity, because the power system of the extended range electric automobile consists of a power generation unit and a high-power battery, the engine in the power generation unit does not participate in the driving of the electric automobile, and the running state of the engine is not directly influenced by the power required by the whole automobile. The conventional thermostat control, power follow-up control and thermostat + power follow-up control are common control strategies of an extended range electric automobile engine, but all the three have certain defects. The battery life is not good under the control of the thermostat, and the battery is charged and discharged by heavy current frequently; the engine emission and NVH performance are influenced due to frequent fluctuation of the engine speed under the power following control; the thermostat and power following mode control make up the defects of respective independent control to a certain extent, but the main idea of the thermostat and power following mode control is still based on power following control, so that the thermostat and power following mode control has the defects of a power following strategy. The invention provides a three-point energy management control strategy for an extended range electric vehicle.

The APU mainly has two control targets, one is that the APU follows a target power value given by the whole vehicle controller, and the other is that the fuel consumption is more economical on the premise of meeting the required power. In order to achieve the aim of fuel consumption and economy of the system, the working point of the engine is mainly optimized to be in the most fuel-efficient area. The invention selects three working points according to the principle, and draws a fuel consumption MAP according to the engine data of the range extender, wherein the positions of the three working points on the fuel consumption MAP of the engine are shown in figure 14.

In fig. 14, the output power of the APU in normal operation at each of the three optimal operating points of the APU is: 10.4kW, 20kW and 27kW, and the engine speed and the engine torque corresponding to the optimal operating point of each APU are shown in Table 3.

Table 3: corresponding engine speed and torque value of each working point

As shown in table 3, when the APU is running, and after the APU controller receives the power demand signal of the vehicle controller, the APU controller coordinates and controls the engine speed and the motor torque according to the rotating speed and the torque corresponding to the engine operating point in the table, so that the output power of the APU meets the power demand of the vehicle.

Engine and motor coordinated control strategy

(1) From the off state to the on state of the APU

When the starting key is in an ON gear, the whole vehicle electrical equipment is electrified and finished, and the APU is in a preparation working state. When the power battery cannot meet the required power or the SOC value of the battery reaches the lowest point of a set value, the VCU controller sends a starting signal to the APU controller, and the logic for controlling the APU from the shutdown state to the starting state is shown in FIG. 15.

After the APU controller receives a VCU start signal of the vehicle controller, the motor is used as a starting motor of the Engine, and at this time, the APU controller sends a rotation speed mode Control signal to a GCU (Generator Control Unit) and simultaneously sends a follow-up rotation mode Control signal to an ECU (Engine Control Unit). And the APU sends the starting target torque to the motor GCU, so that the motor drags the engine to maintain for 0.5s, and when the rotating speed of the engine reaches the starting rotating speed, an ignition instruction is sent, and the starting process is finished. If the engine speed does not reach the starting speed, the control process is repeated for 3 times. After the engine starts to ignite, the motor needs to be in an idle speed follow-up mode, if the motor is continuously in an electric mode at the moment, serious mechanical damage can be generated, and the motor belongs to a grade 1 fault.

(2) APU from starting state to running speed regulation state

After receiving the start success signal of the APU controller, the VCU of the vehicle controller transmits a target required power to the APU controller, the APU corresponds to a rotation speed torque value according to the pre-stored power point, and the rotation speed torque value serves as an engine target rotation speed and a motor target torque value, when the APU is in an operation state, the motor serves as a generator, and a control logic of the APU from a start state to an operation speed regulation state is shown in fig. 16.

In the running state, the APU controller adopts a rotating speed control mode for the engine and a torque control mode for the motor. When the vehicle is in a loading working condition, a segmented accurate control mode is adopted, namely after the target rotating speed of an engine and the target torque of a motor are determined according to the power required by the whole vehicle, the target value of the next stage is calculated by adopting a difference mode at intervals of 1kW power points. The target rotating speed is sent to the engine at intervals of 1kW, after the speed regulation of the belt engine is finished, the target torque obtained through the difference value at intervals of 1kW is sent to the motor GCU, and after the target torque of 1kW loaded by the motor is finished, the speed regulation of the next stage is carried out. The above process is repeated until the engine and the motor reach the target rotation speed and the target torque, respectively. The fuel economy of the engine in the running speed regulation state can be improved by adopting the accurate rotating speed torque control mode.

(3) From run state to shutdown state of APU

The APU engine and motor are coaxially connected and the APU from run to stop control logic is shown in FIG. 17.

When the APU controller receives a vehicle control unit VCU stop signal, the APU controller firstly sends a closing instruction to the engine ECU, when a current state signal fed back to the APU controller by the engine ECU is closed, the APU controller sends a closing instruction to the motor GCU, and stop control is finished. After the APU controller receives the stop signal, if the load torque of the generator is firstly closed, the rotating speed of the engine is suddenly increased, so that the runaway condition is generated.

When the APU is in a starting state, an idling state, a running state and a stopping state, faults are possible to occur, the APU enters a fault state, the APU controller firstly judges the state grade, and if the faults are a first-stage fault, for example, the engine is reversed, the APU immediately executes emergency stopping; if the fault is a secondary fault, the engine is operated in a power reduction mode; and if the temperature of the coolant is a three-level fault, for example, the temperature of the coolant is temporarily overhigh, reporting the state to a VCU controller of the whole vehicle through CAN communication, and processing the state by the whole vehicle. The overall block diagram of the APU control strategy is shown in fig. 18. In fig. 18, the vehicle controller sends an enable command, a vehicle target power value, a cooling water temperature, and a battery SOC to the APU controller through the CAN bus. The APU controller also receives engine speed signals and generated power signals from the engine ECU and the motor GCU, and sends target speed and target torque signals to the engine controller and the motor controller through CAN communication. And the double closed loop coordination control of the engine speed and the motor torque is realized.

In conclusion, the controller of the range extender of the electric vehicle provided by the embodiment of the invention has high hardware reliability and high task processing speed; the developed bottom driving software can well complete the algorithm butt joint of the controller hardware and the application layer, thereby shortening the development period of the controller software and reducing the development difficulty; the researched range extender control strategy can realize more accurate control on the range extender engine and the motor, improve the fuel economy and reduce the environmental pollution.

According to the embodiment of the invention, the controller hardware special for controlling the range extender is developed, so that the range extender is still controlled even under the actual effect of the vehicle controller, the reliability is improved, and the risk of galloping of the range extender is reduced. The energy management control strategy of the range extender is researched, the engine and the motor are coordinately controlled, the range extender can timely respond to the power requirement of the whole vehicle, the power response performance is good, and the problem of power delay of the existing vehicle is solved. On the basis of designing range extender hardware and researching a range extender control strategy, a bottom layer drive of a range extender controller and an application layer program are developed, so that the range extender controller really realizes a controller which is independent of a whole vehicle controller and has high reliability and timely power response performance.

Those of ordinary skill in the art will understand that: the figures are merely schematic representations of one embodiment, and the blocks or flow diagrams in the figures are not necessarily required to practice the present invention.

The embodiments in the present specification are described in a progressive manner, and the same and similar parts among the embodiments are referred to each other, and each embodiment focuses on the differences from the other embodiments. In particular, for apparatus or system embodiments, since they are substantially similar to method embodiments, they are described in relative terms, as long as they are described in partial descriptions of method embodiments. The above-described embodiments of the apparatus and system are merely illustrative, and the units described as separate parts may or may not be physically separate, and the parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of the present embodiment. One of ordinary skill in the art can understand and implement it without inventive effort.

The above description is only for the preferred embodiment of the present invention, but the scope of the present invention is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present invention are included in the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.

Claims

1. The utility model provides an electric automobile increases journey ware controller which characterized in that includes: the signal conditioning module, the power supply module, the main control chip and the CAN communication module;

the signal conditioning module comprises an IO conditioning circuit, an AD conditioning circuit and a CAN conditioning circuit;

the IO conditioning circuit is used for receiving an APU starting signal, an APU stopping signal and an engine rotating speed signal which are input from the outside and transmitting the signals to the main control chip; measuring an engine rotating speed signal through a magnetoelectric rotating speed sensor, calculating the circuit external interrupt number of the magnetoelectric rotating speed sensor in 1 second by adopting a TC1782 external interrupt SCU module and an STM timing module, obtaining engine rotating speed information according to the external interrupt number, and transmitting the engine rotating speed information to a rotating speed signal processing circuit;

the CAN conditioning circuit is used for receiving an SOC value, required power of the whole vehicle, a fault signal and motor state information which are input through CAN communication from the outside and transmitting the SOC value, the required power, the fault signal and the motor state information to the main control chip;

the main control chip comprises: the system comprises a rotating speed signal processing circuit and an APU (auxiliary Power Unit) control strategy management module;

the rotating speed signal processing circuit is used for monitoring the rotating speed of the engine in real time according to the rotating speed information of the engine transmitted by the IO conditioning circuit and adjusting the running state of the range extender of the electric automobile according to the rotating speed of the engine;

the system comprises an APU control strategy management module, a main control unit and a main control unit, wherein the APU control strategy management module is used for setting and managing an APU control strategy, the APU control strategy comprises a target power value given by a whole vehicle controller, an engine is enabled to work at a specific working point on the premise of meeting a target power requirement, and the specific working point is determined jointly according to a power curve of the engine and a most economical area of oil consumption in a universal characteristic curve of the engine;

2. The electric vehicle range extender controller of claim 1, wherein;

the main control chip is used for generating a start-stop signal, a mode control signal, an engine target rotating speed signal, an engine electronic throttle signal, a motor target rotating speed signal, a motor target torque signal, a motor mode control signal, an APU fault signal, an APU allowed output maximum power value, an APU allowed output maximum torque value and an APU allowed output maximum rotating speed value according to various signals output by the IO conditioning circuit, the AD conditioning circuit and the CAN conditioning circuit and based on a preset APU control strategy, and transmitting the generated signals and the generated values to the CAN communication module;

3. The controller of claim 2, wherein the main control chip comprises: a temperature signal processing circuit;

4. The controller of claim 3, wherein the main control chip further comprises:

when the electric automobile range extender controller is in a shutdown state, the whole automobile electrical equipment is electrified, the whole automobile controller judges that the power battery cannot meet the required power or judges that the SOC value of the battery reaches the lowest point of a set value, the whole automobile controller sends a starting signal to the electric automobile range extender controller, and the electric automobile range extender controller is converted into a starting state from the shutdown state;

5. The electric vehicle range extender controller of claim 4, wherein:

the working state control module is also used for adopting a rotating speed control mode for the engine, adopting a torque control mode for the motor, adopting a sectional control mode when the motor is in a loading working condition, after determining the target rotating speed of the engine and the target torque of the motor according to the required power of the whole vehicle, adopting a difference mode to calculate the target rotating speed of the engine and the target torque of the motor at the next stage, firstly sending the target rotating speed of the engine at the interval of 1kW, sending the target torque of the motor at the interval of 1kW after the speed regulation of the engine is finished, then carrying out the speed regulation at the next stage after the target torque of 1kW is loaded by the motor, and repeating the processes until the target rotating speed and the target torque are respectively reached by the engine and the motor.

6. The controller of the range extender of the electric vehicle according to claim 4 or 5, wherein the main control chip further comprises: the circuit comprises a clock circuit, a reset circuit and a power module circuit;

7. The electric vehicle range extender controller of claim 6, wherein:

the bottom layer driver of the CAN communication module comprises:

the bottom driver of the clock circuit comprises:

setting the clock of the clock module to 45 MHZ;

determining the precision and selecting a timer; checking a comparison register as required; setting a comparison start bit, a comparison length and a register value of a comparison register; checking the interrupt control of the comparison register and setting the interrupt level; checking the service function of the corresponding clock module; generating codes in TASKING, and developing corresponding programs in service functions;

the bottom layer driver of the ADC module comprises: