CN108657172B

CN108657172B - Whole vehicle control method and power system of hybrid electric vehicle

Info

Publication number: CN108657172B
Application number: CN201710211038.7A
Authority: CN
Inventors: 杨冬生; 白云辉; 王春生
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Priority date: 2017-03-31
Filing date: 2017-03-31
Publication date: 2020-07-10
Anticipated expiration: 2037-03-31
Also published as: CN108657172A

Abstract

The invention provides a whole vehicle control method and a power system of a hybrid electric vehicle, wherein the method comprises the following steps: after detecting a starting signal of the hybrid electric vehicle, the BCM respectively sends starting request information to the VCU, the ENG and the ECM; when a backup module is arranged in one of the BCM, the ENG and the ECM, the backup module respectively sends self-checking commands to a transmission control module (TCU), a battery management module (BMS) and a secondary motor controller when the backup module does not receive feedback information generated by the VCU based on starting request information within preset time; and the backup module sends a starting instruction to control the hybrid electric vehicle to start when judging that the hybrid electric vehicle meets the starting condition and detecting that the ECM and the ENG are successfully matched according to the received self-checking result information fed back by the TCU, the BMS and the auxiliary motor controller. Therefore, when the VCU fails, the whole vehicle can still run, the hybrid electric vehicle is controlled to safely limp to a target place, and the safety of the whole vehicle is ensured.

Description

Whole vehicle control method and power system of hybrid electric vehicle

Technical Field

The invention relates to the technical field of automobile control, in particular to a whole automobile control method and a power system of a hybrid electric vehicle.

Background

Generally, a vehicle controller in a hybrid electric vehicle is a core component of a vehicle control system of the hybrid electric vehicle. By collecting various signals and making corresponding judgment, the controller of each component is controlled to carry out corresponding operation, so that the whole vehicle is controlled.

In the related art, in order to ensure the safety of the whole vehicle, when the whole vehicle controller fails, the power on of the vehicle is forbidden by turning off the generator and cutting off the bus high-voltage system, so that the vehicle cannot run. However, the above method makes the vehicle only stop in situ for rescue when the controller of the whole vehicle fails, and the safety is low.

Disclosure of Invention

The present invention has been made to solve at least one of the technical problems of the related art to some extent.

Therefore, a first objective of the present invention is to provide a method for controlling a hybrid Vehicle, in which a backup module is disposed in one of a bcm (body Control module), an ENG and an ecm (engine Control module) when a VCU (Vehicle Control Unit) fails, and the backup module integrates each module by activating a Vehicle Control auxiliary function, so that the hybrid Vehicle can run, and the hybrid Vehicle can be controlled to safely limp to a target location, thereby ensuring Vehicle safety.

A second object of the invention is to propose a computer-readable storage medium.

The third purpose of the invention is to provide a power system of a hybrid electric vehicle.

In order to achieve the above object, an embodiment of a first aspect of the present invention provides a method for controlling a hybrid vehicle, where a power system of the hybrid vehicle includes: an engine outputting power to a first wheel of the hybrid vehicle through a clutch; a power motor for outputting a driving force to a second wheel of the hybrid vehicle; the power battery is used for supplying power to the power motor; a DC-DC converter; the auxiliary motor is connected with the power motor, the DC-DC converter and the power battery respectively, and at least one of charging the power battery, supplying power to the power motor and supplying power to the DC-DC converter is realized when the auxiliary motor is driven by the engine to generate power; the vehicle control method comprises the following steps: after detecting a starting signal of the hybrid electric vehicle, a body control module BCM respectively sends starting request information to a vehicle control unit VCU, a motor control module ENG and an engine control module ECM; when a backup module is arranged in one of the BCM, the ENG and the ECM, if the backup module does not receive feedback information generated by the VCU based on the starting request information within preset time, a self-checking command is respectively sent to a transmission control module (TCU), a battery management module (BMS) and a secondary motor controller; and the backup module receives self-checking result information fed back by the TCU, the BMS and the auxiliary motor controller, and sends a starting instruction to control the hybrid electric vehicle to start when judging that the hybrid electric vehicle meets a starting condition and detects that the ECM and the ENG are successfully matched according to the self-checking result information.

According to the vehicle control method of the hybrid electric vehicle, after a vehicle body control module BCM detects a starting signal of the hybrid electric vehicle, starting request information is respectively sent to a vehicle control unit VCU, a motor control module ENG and an engine control module ECM, then when a backup module is arranged in one of the BCM, the ENG and the ECM, the backup module respectively sends self-checking commands to a transmission control module TCU, a battery management module BMS and a secondary motor controller when the backup module does not receive feedback information generated by the VCU based on the starting request information within preset time, receives self-checking result information fed back by the TCU, the BMS and the secondary motor controller, and finally, when the hybrid electric vehicle is judged to meet starting conditions according to the self-checking result information and detection shows that code matching of the ECM and the ENG is successful, a starting instruction is sent to control starting of the hybrid electric vehicle. Therefore, when the VCU fails, the hybrid electric vehicle can still run, the hybrid electric vehicle is controlled to safely limp to a target place, and the safety of the whole vehicle is guaranteed.

In order to achieve the above object, a second embodiment of the present invention provides a computer-readable storage medium having instructions stored therein, wherein when the instructions are executed, the hybrid vehicle executes the overall vehicle control method according to the first embodiment.

In order to achieve the above object, a third aspect of the present invention provides a power system of a hybrid vehicle, including: whole car driving system and whole car control system, wherein, whole car driving system includes: an engine outputting power to a first wheel of the hybrid vehicle through a clutch; a power motor for outputting a driving force to a second wheel of the hybrid vehicle; the power battery is used for supplying power to the power motor; a DC-DC converter; the auxiliary motor is connected with the power motor, the DC-DC converter and the power battery respectively, and at least one of charging the power battery, supplying power to the power motor and supplying power to the DC-DC converter is realized when the auxiliary motor is driven by the engine to generate power; whole car control system includes: the hybrid electric vehicle control system comprises a vehicle body control module BCM, a vehicle control unit VCU, a motor control module ENG and an engine control module ECM, wherein the vehicle body control module BCM is used for sending starting request information to the vehicle control unit VCU, the motor control module ENG and the engine control module ECM respectively after detecting a starting signal of the hybrid electric vehicle; when a backup module is arranged in one of the BCM, the ENG and the ECM, the backup module is used for judging whether feedback information generated by the VCU based on the starting request information is received within preset time, and respectively sending self-checking commands to the transmission control module TCU, the battery management module BMS and the auxiliary motor controller when the feedback information generated by the VCU based on the starting request information is not received within the preset time; and the backup module is also used for receiving self-checking result information fed back by the TCU, the BMS and the auxiliary motor controller, judging that the hybrid electric vehicle meets the starting condition according to the self-checking result information, and sending a starting instruction to control the hybrid electric vehicle to start when the ECM and the ENG are successfully matched by detection.

According to the power system of the hybrid electric vehicle, after a start signal of the hybrid electric vehicle is detected by a vehicle body control module BCM, start request information is respectively sent to a vehicle control unit VCU, a motor control module ENG and an engine control module ECM, when a backup module is arranged in one of the BCM, the ENG and the ECM, the backup module respectively sends self-checking commands to a transmission control module TCU, a battery management module BMS and a secondary motor controller when the backup module does not receive feedback information generated by the VCU based on the start request information within preset time, receives self-checking result information fed back by the TCU, the BMS and the secondary motor controller, and finally sends a start instruction to control the start of the hybrid electric vehicle when the hybrid electric vehicle is judged to meet a start condition according to the self-checking result information and detection learns that the code matching of the ECM and the ENG is successful. Therefore, when the VCU fails, the hybrid electric vehicle can still run, the hybrid electric vehicle is controlled to safely limp to a target place, and the safety of the whole vehicle is guaranteed.

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

The foregoing and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:

fig. 1 is a flowchart of an entire vehicle control method of a hybrid vehicle according to an embodiment of the invention;

FIG. 2 is a schematic illustration of a vehicle control unit control according to an embodiment of the present invention;

FIG. 3 is a schematic diagram of a normal mode of operation of a VCU in accordance with one embodiment of the present invention;

FIG. 4 is a schematic illustration of ECM control after a VCU failure, according to one embodiment of the present invention;

FIG. 5 is a schematic illustration of the mode of operation in the event of a VCU failure, in accordance with one embodiment of the present invention;

fig. 6 is a flowchart of an entire vehicle control method of a hybrid vehicle according to another embodiment of the invention;

FIG. 7 is a schematic diagram of the drive mode when the VCU fails and the BMS and the BSG are normal according to one embodiment of the present invention;

FIG. 8 is a schematic diagram of the drive mode when the VCU fails and the BMS and secondary motor controller are normal according to another embodiment of the present invention;

FIG. 9 is a schematic illustration of a pure fuel drive mode with a VCU and secondary motor controller failure, in accordance with one embodiment of the present invention;

FIG. 10 is a schematic illustration of a pure fuel drive mode with a VCU and secondary motor controller failure according to another embodiment of the present invention;

FIG. 11 is a schematic diagram of a series mode with a TCU disabled and a secondary motor controller normal according to another embodiment of the present invention;

FIG. 12 is a schematic diagram of a series-parallel mode with a TCU normal and a secondary motor controller normal according to another embodiment of the present invention;

fig. 13 is a schematic configuration diagram of a power system of a hybrid vehicle according to an embodiment of the present invention.

FIG. 14 is a schematic structural diagram of a powertrain of a hybrid vehicle according to an embodiment of the present invention;

FIG. 15 is a block schematic diagram of a powertrain of a hybrid vehicle according to one embodiment of the present invention;

FIG. 16 is a schematic illustration of a transmission configuration between an engine and corresponding wheels according to one embodiment of the present invention;

fig. 17 is a schematic diagram of a transmission structure between an engine and corresponding wheels according to another embodiment of the present invention;

fig. 18 is a schematic configuration diagram of a power system of a hybrid vehicle according to another embodiment of the present 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 or similar 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 drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.

The whole vehicle control method and the power system of the hybrid electric vehicle according to the embodiment of the invention are described below with reference to the accompanying drawings.

Fig. 1 is a flowchart of an entire vehicle control method of a hybrid vehicle according to an embodiment of the present invention.

Generally, a vehicle controller in a hybrid electric vehicle is a core component of a vehicle control system of the hybrid electric vehicle. In order to make the specific control process of the vehicle control unit as a core component more clear to those skilled in the art, the following is specifically described with reference to fig. 2 and 3 as follows:

fig. 2 is a schematic diagram of a vehicle control unit control according to an embodiment of the present invention. As shown in fig. 2, the vehicle control unit is capable of collecting signals of an accelerator pedal input, signals of a brake pedal input, and other component signals. And after the vehicle control unit makes corresponding judgment according to the signals, the BMS, the ENG, the ECM, the BCM and the like are controlled to perform corresponding operations through the CAN network bus, and network information is managed, scheduled, analyzed and calculated.

More specifically, fig. 3 is a schematic diagram of a normal operation mode of a VCU according to an embodiment of the present invention. As shown in fig. 3:

step 1, after detecting that a driver has a starting operation, namely the BCM detects a starting signal of the hybrid electric vehicle, the BCM respectively sends starting request information to the VCU, the ENG and the ECM.

And step 2, after receiving the starting request information, the VCU sends self-checking commands to the TCU, the BMS and the auxiliary motor controller respectively.

And 3, after the TCU, the BMS and the auxiliary motor controller carry out self-checking according to the self-checking command, sending self-checking result information to the VCU.

And 4, when the VCU meets the starting condition according to the self-checking result, sending a starting request to the ENG and sending a starting request to the ECM.

And step 5, after the ENG receives the starting request sent by the BCM, matching codes of the ENG and the ECM.

And 6, when the ENG and the ECM successfully match the codes, respectively sending 'start permission' to the VCU by the ENG and the ECM.

And 7, the VCU sends a starting command to the BCM.

Therefore, how the VCU realizes the whole vehicle control can be more clearly understood through the description, and the hybrid electric vehicle is controlled to start.

In addition, the VCU can perform corresponding energy management aiming at different configurations of vehicle types, and drive control, energy optimization control, brake feedback control and network management control of the whole vehicle are realized. And when the vehicle control unit fails, the hybrid electric vehicle is prohibited from being powered on, so that the hybrid electric vehicle cannot run.

It can be understood that an important function of the hybrid electric vehicle controller is mode selection and torque distribution, once the vehicle controller fails, the vehicle cannot perform effective mode selection and torque distribution, and the engine and the motor cannot perform normal driving.

Therefore, the hybrid electric vehicle is directly prohibited from being powered on, and the generator is turned off and the bus high-voltage system is cut off according to the processing mode. The hybrid electric vehicle can only stop in situ to wait for rescue, and the safety of the whole vehicle cannot be ensured.

In order to avoid the problems, the invention provides a whole vehicle control method of a hybrid electric vehicle, which can still enable the whole vehicle to run when a VCU fails, control the hybrid electric vehicle to safely limp to a target place and ensure the safety of the whole vehicle. The method comprises the following specific steps:

as shown in fig. 1, the overall control method of the hybrid electric vehicle includes the following steps:

step 101, after detecting a start signal of the hybrid electric vehicle, the body control module BCM sends start request information to the vehicle control unit VCU, the motor control module ENG and the engine control module ECM respectively.

It should be understood that the driver may start the vehicle by means of a vehicle key, pressing an ON key ON the vehicle, etc. After the driver starts the vehicle in any of the above manners, the BCM is able to detect the driver's start operation and send start requests to the VCU, ENG, and ECM, respectively.

It should be noted that, whether in the VCU normal operation mode or in the VCU failure operation mode, the BCM detects a start operation by the driver, and sends start requests to the VCU, the ENG, and the ECM, respectively.

And 102, when a backup module is arranged in one of the BCM, the ENG and the ECM, if the backup module does not receive feedback information generated by the VCU based on the starting request information within preset time, a self-checking command is respectively sent to the transmission control module TCU, the battery management module BMS and the auxiliary motor controller.

Specifically, one of the BCM, the ENG and the ECM may be selected according to actual application requirements, and a module having a backup function, i.e., a backup module, may be disposed therein.

It should be noted that, after the BCM sends the start request in the working mode when the VCU is normal, the VCU sends the generated feedback information to the BCM, the ENG, and the ECM at the same time.

Specifically, if the backup module does not receive the feedback information generated by the VCU based on the start request information within the preset time (that is, the VCU fails), the backup module needs to send a self-test command to the transmission control module TCU, the battery management module BMS, and the secondary motor controller, respectively.

The preset time can be selected and set according to the actual application requirement. Generally, the preset time is the longest allowable time interval that the VCU responds and can send ECM and ENG feedback information after the BCM sends a start request in the normal operation mode of the VCU.

As an example, in the event of a VCU failure, the ECM acts as a backup module to temporarily enable the vehicle control auxiliary functions, integrating the various modules. FIG. 4 is a schematic diagram of ECM control after a VCU failure, according to one embodiment of the invention.

As shown in FIG. 4, the ECM can collect signals for accelerator pedal input, brake pedal input, and other component signals. The ECM CAN make corresponding judgment according to the signals, and then controls BMS, ENG, ECM, BCM and the like to perform corresponding operation through a CAN network bus.

It should be noted that the BCM and the ENG may also be used as backup modules to perform the above control process in real time.

It should be noted that, if the backup module receives the feedback information generated by the VCU within the preset time, the backup module stops working.

In one embodiment of the present invention, the secondary motor may be a BSG.

And 103, receiving self-checking result information fed back by the TCU, the BMS and the auxiliary motor controller by the backup module, judging that the hybrid electric vehicle meets the starting condition according to the self-checking result information, and sending a starting instruction to control the hybrid electric vehicle to start when the ECM and the ENG are successfully matched by detection.

As an example, the process of code matching between the ENG and the ECM may be that the ENG sends a code matching request carrying first data to the ECM, the ENG receives a code matching response carrying second data fed back by the ECM, and if it is determined that the code matching is successful according to the second data, a code matching success instruction is sent to the ECM.

It should be noted that, if the backup module identifies that the power battery has an electric leakage fault according to the self-detection result fed back by the BMS, the backup module determines that the hybrid electric vehicle does not satisfy the starting condition, and prohibits the hybrid electric vehicle from starting.

It should be noted that, if the backup module detects that code matching with the ENG fails, it is determined that the hybrid electric vehicle does not satisfy the start condition, and the hybrid electric vehicle is prohibited from starting.

In summary, according to the vehicle control method of the hybrid vehicle in the embodiment of the present invention, after the vehicle body control module BCM detects a start signal of the hybrid vehicle, the vehicle control module BCM sends start request information to the vehicle control unit VCU, the motor control module ENG, and the engine control module ECM, when a backup module is disposed in one of the BCM, the ENG, and the ECM, the backup module sends a self-check command to the transmission control module TCU, the battery management module BMS, and the sub-motor controller when it does not receive feedback information generated by the VCU based on the start request information within a preset time, and receives self-check result information fed back by the TCU, the BMS, and the sub-motor controller, and finally, according to the self-check result information, it is determined that the hybrid vehicle meets the start condition, and when it is detected that the code matching between the ECM and the ENG is successful, a start instruction is sent. Therefore, when the VCU fails, the whole vehicle can still run, the vehicle is controlled to safely limp to a target place, and the safety of the whole vehicle is guaranteed.

In order to make it more clear to those skilled in the art how to perform various operational controls in the event of a VCU failure, the following is described in detail in conjunction with fig. 5:

FIG. 5 is a schematic diagram of the mode of operation in the event of a VCU failure, in accordance with one embodiment of the present invention. As shown in fig. 5:

And step 2, if the backup module arranged in the ECM does not receive the feedback information sent by the VCU within the preset time, the backup module sends self-checking commands to the TCU, the BMS and the BSG respectively.

And 4, after the ENG receives the starting request sent by the BCM, matching codes of the ENG and the ECM.

And step 5, when the code matching of the ENG and the ECM is successful and the self-test result meets the starting condition, the ECM sends 'starting permission' to the BCM.

Therefore, when the VCU fails, the hybrid electric vehicle can still run, the hybrid electric vehicle is controlled to safely limp to a target place, and the safety of the whole vehicle is guaranteed.

Based on the above-described embodiment, it is also necessary to determine in what manner to control the hybrid vehicle to travel according to the details of the power battery and the details of the sub-motor control after controlling the hybrid vehicle to start.

Fig. 6 is a flowchart of an entire vehicle control method of a hybrid vehicle according to another embodiment of the invention. As shown in fig. 6, after step 103, the vehicle control method further includes:

step 201, judging whether the SOC of the power battery is smaller than a preset value.

Step 202, if the SOC of the power battery is smaller than the preset value, the backup module controls the engine to drive the auxiliary motor to generate power so as to charge the power battery, and the power motor drives the wheels of the hybrid electric vehicle.

Specifically, fig. 7 is a schematic diagram of the drive mode when the VCU fails and the BMS and the secondary motor controller are normal according to one embodiment of the present invention. As shown in fig. 7, the BMS is supplied with electric power from the engine to the sub motor controller to generate electric power to the BMS, and the BMS is supplied with electric power to the driving motor to drive the entire vehicle.

Step 202, if the SOC of the power battery is greater than or equal to the preset value, the backup module directly drives the wheels of the hybrid electric vehicle by controlling the power motor.

Specifically, fig. 8 is a schematic diagram of a driving mode when the VCU fails and the BMS and the sub motor controller are normal according to another embodiment of the present invention. As shown in fig. 8, the driving motor is directly supplied with electric energy by the BMS to drive the entire vehicle.

Based on the above-described embodiment, it is also necessary to determine in what manner to control the hybrid vehicle to travel according to the details of the sub motor controller after controlling the hybrid vehicle to start.

After step 103, the vehicle control method further includes: and if the backup module identifies that the auxiliary motor controller fails according to the self-checking result information, the hybrid electric vehicle is controlled to run in a pure fuel mode, a pure electric mode or a parallel mode.

Specifically, when the sub-motor controller fails and the SOC of the power battery is lower than the preset value, the specific control is as shown in fig. 9:

fig. 9 is a schematic of a pure fuel drive mode with VCU and sub-motor controller disabled according to one embodiment of the present invention. As shown in FIG. 9, the mechanical energy is directly provided by the engine to drive the hybrid vehicle to run in a fuel only mode.

Specifically, when the sub-motor controller fails and the SOC of the power battery is not lower than the preset value, the electric vehicle may be driven in the electric-only mode by directly supplying electric energy to the driving motor through the BMS as shown in fig. 8.

Specifically, FIG. 10 is a schematic illustration of a pure fuel drive mode when the VCU and the secondary motor controller are disabled, according to another embodiment of the present invention. As shown in fig. 10, the BMS directly provides electric power to the driving motor to drive the hybrid vehicle to run in a parallel mode while the mechanical power is directly provided to drive by the engine.

In summary, according to the vehicle control method of the hybrid electric vehicle in the embodiment of the present invention, when the SOC of the power battery is greater than or equal to the preset value, the backup module directly drives the wheels of the hybrid electric vehicle by controlling the power motor, or when the backup module identifies that the sub-motor controller is invalid according to the self-checking result information, the hybrid electric vehicle is controlled to run in the pure fuel mode, the pure electric mode, or the parallel mode, so that the vehicle can be driven, the vehicle is controlled to safely limp to the target location, and the vehicle safety is ensured.

Based on the embodiment, how to control the whole hybrid electric vehicle can be known when the VCU fails so as to ensure that the whole hybrid electric vehicle can be started normally. The overall vehicle control method of the hybrid electric vehicle will be further described below in terms of a BMS failure while a VCU fails.

Specifically, the backup module receives self-checking result information fed back by the TCU, the BMS and the auxiliary motor controller, judges that the hybrid electric vehicle meets the starting condition according to the self-checking result information, and controls the hybrid electric vehicle to run in a pure fuel mode or a series-parallel mode when the BMS is detected to be invalid.

It should be noted that, in this embodiment, the BMS failure includes a failure of the BMS itself and/or a failure of the power battery.

It should be noted that, if the backup module identifies that the TCU fails and the sub-motor controller fails according to the self-checking result information, it determines that the hybrid electric vehicle does not satisfy the start condition, and prohibits the hybrid electric vehicle from starting.

Specifically, when the hybrid electric vehicle is judged to meet the starting condition according to the self-checking result information and the BMS failure is detected and known, the hybrid electric vehicle is controlled to run in a pure fuel mode, a series mode or a series-parallel mode, for example, as follows:

in a first example, if the backup module identifies that the TCU is failed and the secondary motor controller is normal according to the self-checking result information, the backup module controls the engine to drive the secondary motor to generate power so as to supply power to the power motor, and the power motor drives the wheels of the hybrid electric vehicle so as to enable the hybrid electric vehicle to run in a series mode, as shown in fig. 11 specifically.

In a second example, if the backup module identifies that the TCU is normal and the slave motor controller is disabled according to the self-test result information, the backup module drives the wheels of the hybrid electric vehicle through the engine to enable the hybrid electric vehicle to run in a fuel only mode, as shown in fig. 9.

In a third example, if the backup module identifies that the TCU is normal and the secondary motor controller is normal according to the self-test result information, the wheels of the hybrid electric vehicle are driven by the engine, so that the hybrid electric vehicle runs in a pure fuel mode, as shown in fig. 9.

In a fourth example, if the backup module identifies that the TCU is normal and the secondary motor controller is normal according to the self-checking result information, the backup module drives the wheels of the hybrid electric vehicle through the engine, controls the engine to drive the secondary motor to generate power to supply power to the power motor, and drives the wheels of the hybrid electric vehicle through the power motor to enable the hybrid electric vehicle to run in a series-parallel mode, as shown in fig. 12.

According to the vehicle control method of the hybrid electric vehicle, after a vehicle body control module BCM detects a starting signal of the hybrid electric vehicle, starting request information is respectively sent to a vehicle control unit VCU, a motor control module ENG and an engine control module ECM, when a backup module is arranged in one of the BCM, the ENG and the ECM, the backup module respectively sends self-checking commands to a transmission control module TCU, a battery management module BMS and a secondary motor controller when the backup module does not receive feedback information generated by the VCU based on the starting request information within preset time, receives self-checking result information fed back by the TCU, the BMS and the secondary motor controller, and finally, when the hybrid electric vehicle is judged to meet starting conditions according to the self-checking result information and the BMS is detected to be failed, the hybrid electric vehicle is controlled to run in a pure fuel mode or a series mode or a hybrid mode. Therefore, when the VCU and the BMS fail, the hybrid electric vehicle can still run, the hybrid electric vehicle is controlled to safely limp to a target place, and the safety of the whole vehicle is ensured.

In order to realize the embodiment, the invention further provides a power system of the hybrid electric vehicle.

As shown in fig. 13, the power system of the hybrid vehicle includes: the system comprises an engine 1, a power motor 2, a power battery 3, a DC-DC converter 4 and an auxiliary motor 5.

As shown in fig. 13 to 15 in conjunction, the engine 1 outputs power to the wheels 7 of the hybrid vehicle via the clutch 6; the power motor 2 is used to output driving force to wheels 7 of the hybrid vehicle. That is, the power system of the embodiment of the invention can provide power for the normal running of the hybrid electric vehicle through the engine 1 and/or the power motor 2. In some embodiments of the present invention, the power sources of the power system may be the engine 1 and the power motor 2, that is, either one of the engine 1 and the power motor 2 may output power to the wheels 7 alone, or the engine 1 and the power motor 2 may output power to the wheels 7 at the same time.

The power battery 3 is used for supplying power to the power motor 2; the sub-motor 5 is connected to the engine 1, and for example, the sub-motor 5 may be connected to the engine 1 through a train wheel end of the engine 1. The auxiliary motor 5 is respectively connected with the power motor 2, the DC-DC converter 4 and the power battery 3, and when the auxiliary motor 5 is driven by the engine 1 to generate electricity, at least one of charging the power battery 3, supplying power to the power motor 2 and supplying power to the DC-DC converter 4 is realized. In other words, the engine 1 may drive the sub-motor 5 to generate electric power, and the electric power generated by the sub-motor 5 may be supplied to at least one of the power battery 3, the power motor 2, and the DC-DC converter 4. It should be understood that the engine 1 may drive the sub-motor 5 to generate electricity while outputting power to the wheels 7, or may drive the sub-motor 5 alone to generate electricity.

From this, driving motor 2 and auxiliary motor 5 correspond respectively and act as driving motor and generator, because auxiliary motor 5 has higher generating power and generating efficiency during low-speed to can satisfy the power consumption demand that the low-speed traveles, can maintain whole car low-speed electric balance, maintain whole car low-speed ride comfort, promote the dynamic behavior of whole car.

In some embodiments, the secondary electric machine 5 may be a BSG (Belt-driven Starter Generator) electric machine. It should be noted that the auxiliary motor 5 belongs to a high-voltage motor, for example, the generated voltage of the auxiliary motor 5 is equivalent to the voltage of the power battery 3, so that the electric energy generated by the auxiliary motor 5 can directly charge the power battery 3 without voltage conversion, and can also directly supply power to the power motor 2 and/or the DC-DC converter 4. The auxiliary motor 5 also belongs to a high-efficiency generator, and for example, the auxiliary motor 5 is driven to generate electricity at the idle speed of the engine 1, so that the electricity generation efficiency of more than 97% can be realized.

In addition, in some embodiments of the present invention, the secondary motor 5 may be used for starting the engine 1, that is, the secondary motor 5 may have a function of starting the engine 1, for example, when starting the engine 1, the secondary motor 5 may rotate a crankshaft of the engine 1 to bring a piston of the engine 1 to an ignition position, thereby starting the engine 1, so that the secondary motor 5 may perform a function of a starter in the related art.

As described above, both the engine 1 and the power motor 2 can be used to drive the wheels 7 of the hybrid vehicle. For example, as shown in fig. 14, the engine 1 and the power motor 2 jointly drive the same wheel of the hybrid vehicle, for example, a pair of front wheels 71 (including left and right front wheels). In other words, when the engine 1 and the power motor 2 drive the pair of front wheels 71 together, the driving force of the power system is output to the pair of front wheels 71, and the whole vehicle can adopt a two-wheel drive driving mode.

Further, when the engine 1 and the power motor 2 drive the same wheel together, as shown in fig. 14, the power system of the hybrid vehicle further includes a final drive 8 and a transmission 90, wherein the engine 1 outputs power to a first wheel, for example, a pair of front wheels 71, of the hybrid vehicle through the clutch 6, the transmission 90 and the final drive 8, and the power motor 2 outputs driving force to the first wheel, for example, a pair of front wheels 71, of the hybrid vehicle through the final drive 8. Wherein the clutch 6 and the transmission 90 may be provided integrally.

Further, in some embodiments of the present invention, as shown in fig. 13 to 15, the sub-motor 5 further includes a first controller 51, and the power motor 2 further includes a second controller 21, and the sub-motor 5 is connected to the power battery 3 and the DC-DC converter 4 through the first controller 51, and is connected to the power motor 2 through the first controller 51 and the second controller 21, respectively.

Specifically, the first controller 51 is connected to the second controller 21, the power battery 3, and the DC-DC converter 4, respectively, and the first controller 51 may have an AC-DC conversion unit that generates an alternating current when the sub-motor 5 generates electricity and converts the alternating current generated by the high-voltage motor 2 into a high-voltage direct current, for example, a 600V high-voltage direct current, so as to realize at least one of charging the power battery 3, supplying power to the power motor 2, and supplying power to the DC-DC converter 4.

Similarly, the second controller 21 may have a DC-AC conversion unit, and the first controller 51 may convert the alternating current generated by the sub-motor 5 into a high-voltage direct current, and the DC-AC conversion unit may convert the high-voltage direct current converted by the first controller 51 into an alternating current to supply the power motor 2.

In other words, as shown in fig. 15, when the sub-motor 5 generates power, the sub-motor 5 can charge the power battery 3 and/or supply power to the DC-DC converter 4 through the first controller 51. In addition, the auxiliary motor 5 can also supply power to the power motor 2 through the first controller 51 and the second controller 21.

Further, as shown in fig. 13 to 15, the DC-DC converter 4 is also connected to the power battery 3. The DC-DC converter 4 is also connected to the power motor 2 via a second controller 21.

In some embodiments, as shown in fig. 15, the first controller 51 has a first DC terminal DC1, the second controller 21 has a second DC terminal DC2, the DC-DC converter 4 has a third DC terminal DC3, and the third DC terminal DC3 of the DC-DC converter 4 can be connected to the first DC terminal DC1 of the first controller 51 to perform DC-DC conversion on the high-voltage DC output by the first controller 51 through the first DC terminal DC 1. Furthermore, the third DC terminal DC3 of the DC-DC converter 4 can be further connected to the power battery 3, and the first DC terminal DC1 of the first controller 51 can be further connected to the power battery 3, so that the first controller 51 outputs high-voltage DC power to the power battery 3 through the first DC terminal DC1 to charge the power battery 3. Further, the third DC terminal DC3 of the DC-DC converter 4 may be further connected to the second DC terminal DC2 of the second controller 21, and the first DC terminal DC1 of the first controller 51 may be further connected to the second DC terminal DC2 of the second controller 21, so that the first controller 51 outputs high voltage DC to the second controller 21 through the first DC terminal DC1 to power the power motor 2.

Further, as shown in fig. 15, the DC-DC converter 4 is also connected to the first electrical apparatus 10 and the low-voltage battery 20 in the hybrid vehicle to supply power to the first electrical apparatus 10 and the low-voltage battery 20, respectively, and the low-voltage battery 20 is also connected to the first electrical apparatus 10.

In some embodiments, as shown in fig. 15, the DC-DC converter 4 further has a fourth DC terminal DC4, and the DC-DC converter 4 can convert the high-voltage DC output from the power battery 3 and/or the high-voltage DC output from the sub-motor 5 through the first controller 51 into low-voltage DC and output the low-voltage DC through the fourth DC terminal DC 4. Further, the fourth DC terminal DC4 of the DC-DC converter 4 can be connected to the first electrical device 10 to supply power to the first electrical device 10, wherein the first electrical device 10 can be a low voltage electric device, including but not limited to a car light, a radio, etc. The fourth DC terminal DC4 of the DC-DC converter 4 can also be connected to the low-voltage battery 20 in order to charge the low-voltage battery 20.

And, the low-voltage battery 20 is connected with the first electrical equipment 10 to supply power to the first electrical equipment 10, especially, when the auxiliary motor 5 stops generating power and the power battery 3 is out of order or the electric quantity is insufficient, the low-voltage battery 20 can supply power to the first electrical equipment 10, thereby ensuring the low-voltage power consumption of the whole vehicle, ensuring that the whole vehicle can realize the pure fuel mode driving, and improving the driving mileage of the whole vehicle.

As described above, the third DC terminal DC3 of the DC-DC converter 4 is connected to the first controller 51, and the fourth DC terminal DC4 of the DC-DC converter 4 is connected to the first electrical appliance 10 and the low-voltage battery 20, respectively, and when the power motor 2, the second controller 21, and the power battery 3 fail, the sub-motor 5 may generate power to supply power to the first electrical appliance 10 through the first controller 51 and the DC-DC converter 4 and/or to charge the low-voltage battery 20, so that the hybrid vehicle travels in a pure fuel mode.

In other words, when the power motor 2, the second controller 21, and the power battery 3 are out of order, the first controller 51 may convert the alternating current generated by the sub-motor 5 into the high-voltage direct current, and the DC-DC converter 4 may convert the high-voltage direct current converted by the first controller 50 into the low-voltage direct current to supply power to the first electrical appliance 10 and/or charge the low-voltage storage battery 20.

Therefore, the auxiliary motor 5 and the DC-DC converter 4 are provided with one independent power supply channel, when the power motor 2, the second controller 21 and the power battery 3 are in failure, electric driving cannot be realized, and at the moment, low-voltage power consumption of the whole vehicle can be ensured through the independent power supply channels of the auxiliary motor 5 and the DC-DC converter 4, so that the whole vehicle can be ensured to run in a pure fuel mode, and the running mileage of the whole vehicle is improved.

Further referring to the embodiment of fig. 15, the first controller 51, the second controller 21 and the power battery 3 are also respectively connected to the second electrical equipment 30 in the hybrid vehicle.

In some embodiments, as shown in fig. 15, the first DC terminal DC1 of the first controller 51 may be connected to the second electrical device 30, and when the sub-motor 5 generates power, the sub-motor 5 may directly supply power to the second electrical device 30 through the first controller 51. In other words, the AC-DC conversion unit of the first controller 51 may also convert the alternating current generated by the sub-motor 5 into the high-voltage direct current and directly supply the second electrical device 30 with the power.

Similarly, the power battery 3 can also be connected to the second electrical device 30 to power the second electrical device 30. That is, the high-voltage direct current output from the power battery 3 may be directly supplied to the second electrical equipment 30.

The second electrical device 30 may be a high voltage electrical device, and may include, but is not limited to, an air conditioner compressor, a PTC (Positive Temperature Coefficient) heater, and the like.

As above, by generating electricity by the sub-motor 5, it is possible to charge the power battery 3, or supply power to the power motor 2, or supply power to the first electrical apparatus 10 and the second electrical apparatus 30. Furthermore, the power battery 3 can supply power to the power motor 2 through the second controller 21, or supply power to the second electrical equipment 30, or supply power to the first electrical equipment 10 and/or the low-voltage storage battery 20 through the DC-DC converter 4. Therefore, the power supply mode of the whole vehicle is enriched, the power consumption requirements of the whole vehicle under different working conditions are met, and the performance of the whole vehicle is improved.

It should be noted that, in the embodiment of the present invention, the low voltage may refer to a voltage of 12V (volt) or 24V, and the high voltage may refer to a voltage of 600V, but is not limited thereto.

Therefore, in the power system of the hybrid electric vehicle, the engine does not participate in driving at low speed, so that the clutch is not used, the abrasion or the sliding wear of the clutch is reduced, the pause and the frustration are reduced, the comfort is improved, the engine can work in an economic area at low speed, only power is generated and is not driven, the oil consumption is reduced, the noise of the engine is reduced, the low-speed electric balance and the low-speed smoothness of the whole vehicle are maintained, and the performance of the whole vehicle is improved. Moreover, the auxiliary motor can directly charge the power battery, can also supply power for low-voltage devices such as a low-voltage storage battery, first electrical equipment and the like, and can also be used as a starter.

A specific embodiment of the power system of the hybrid vehicle will be described in detail below with reference to fig. 16, and the embodiment is applicable to a power system in which the engine 1 and the power motor 2 jointly drive the same wheel, i.e., a two-wheel hybrid vehicle. It should be noted that this embodiment mainly describes a specific transmission structure among the engine 1, the power motor 2 and the wheels 7, in particular, the structure of the transmission 90 in fig. 14, and the rest is basically the same as the embodiment in fig. 13 and 15, and detailed description thereof is omitted.

It should be noted that a plurality of input shafts, a plurality of output shafts, and the motor power shaft 931 and the associated gears and shift elements on the shafts in the following embodiments may be used to constitute the transmission 90 in fig. 14.

In some embodiments, as shown in fig. 13, 15 and 16, the power system of the hybrid vehicle mainly includes an engine 1, a power motor 2, a power battery 3, a DC-DC converter 4, a sub-motor 5, a plurality of input shafts (e.g., a first input shaft 911, a second input shaft 912), a plurality of output shafts (e.g., a first output shaft 921, a second output shaft 922) and a motor power shaft 931 and associated gears and shifting elements (e.g., synchronizers) on the respective shafts.

As shown in fig. 16, the engine 1 outputs power to the wheels 7 of the hybrid vehicle through a clutch 6 such as a double clutch 2d in the example of fig. 16. In power transmission between the engine 1 and the input shafts, the engine 1 is configured to selectively engage at least one of the plurality of input shafts through the double clutch 2 d. In other words, while the engine 1 transmits power to the input shafts, the engine 1 can be selectively engaged with one of the plurality of input shafts to transmit power, or the engine 1 can also be selectively engaged with two or more of the plurality of input shafts at the same time to transmit power.

For example, in the example of fig. 16, the plurality of input shafts may include two input shafts, a first input shaft 911 and a second input shaft 912, the second input shaft 912 may be coaxially sleeved on the first input shaft 911, and the engine 1 may be selectively engaged with one of the first input shaft 911 and the second input shaft 912 through the dual clutch 2d to transmit power. Alternatively, in particular, the engine 1 can also be engaged simultaneously with the first input shaft 911 and the second input shaft 912 to transmit power. Of course, it should be understood that the engine 1 may also be disconnected from both the first input shaft 911 and the second input shaft 912.

The plurality of output shafts may include two output shafts, a first output shaft 921 and a second output shaft 922, the first output shaft 921 and the second output shaft 922 being arranged in parallel with the first input shaft 911.

The input shaft and the output shaft can be transmitted through a gear pair. For example, each input shaft is provided with a gear driving gear, that is, each of the first input shaft 911 and the second input shaft 912 is provided with a gear driving gear, each output shaft is provided with a gear driven gear, that is, each of the first output shaft 921 and the second output shaft 922 is provided with a gear driven gear, and the gear driven gears are correspondingly engaged with the gear driving gears, so as to form a plurality of pairs of gear pairs with different gear ratios.

In some embodiments of the present invention, a six-gear transmission may be adopted between the input shaft and the output shaft, that is, there are a first-gear pair, a second-gear pair, a third-gear pair, a fourth-gear pair, a fifth-gear pair and a sixth-gear pair. However, the present invention is not limited to this, and it is obvious to those skilled in the art that the number of gear pairs can be increased or decreased according to the transmission requirement, and is not limited to the six-gear transmission shown in the embodiment of the present invention.

As shown in fig. 16, the motor power shaft 931 is provided so as to be interlocked with one of the plurality of output shafts (e.g., the first output shaft 921, the second output shaft 922), and power can be transmitted between the motor power shaft 931 and the one of the output shafts by the motor power shaft 931 being interlocked with the one of the output shafts. For example, power output via the output shaft (e.g., power output from the engine 1) may be output to the motor power shaft 931, or power output via the motor power shaft 931 (e.g., power output from the power motor 2) may also be output to the output shaft.

It should be noted that the above-mentioned "linkage" may be understood as a linkage movement of a plurality of members (for example, two members), and in the case of linkage of two members, when one member moves, the other member also moves.

For example, in some embodiments of the present invention, a gear in communication with a shaft may be understood such that when the gear rotates, the shaft in communication therewith will also rotate, or when the shaft rotates, the gear in communication therewith will also rotate.

As another example, a shaft is coupled to a shaft is understood to mean that when one of the shafts rotates, the other shaft coupled thereto will also rotate.

As another example, gears may be understood to be geared with one gear so that when one gear rotates, the other gear that is geared with it will also rotate.

In the following description of the present invention, the term "linkage" is to be understood unless otherwise specified.

Similarly, the power motor 2 is provided so as to be interlocked with the motor power shaft 931, for example, the power motor 2 may output the generated power to the motor power shaft 931 so as to output the driving force to the wheels 7 of the hybrid vehicle through the motor power shaft 931.

It should be noted that in the description of the present invention, the motor power shaft 931 may be a motor shaft of the power motor 2 itself. Of course, it will be understood that the motor power shaft 931 and the motor shaft of the power motor 2 may also be two separate shafts.

In some embodiments, as shown in fig. 16, the output portion 221 is differentially rotatable with respect to the one of the output shafts (e.g., the second output shaft 922), in other words, the output portion 221 and the output shaft are independently rotatable at different rotational speeds.

Further, the output portion 221 is configured to selectively engage the one of the output shafts for synchronous rotation therewith, in other words, the output portion 221 is capable of differential or synchronous rotation relative thereto. In short, the output portion 221 is engageable for synchronous rotation with respect to the one of the output shafts, but is disengageable for differential rotation.

As shown in fig. 16, the output portion 221 may be provided on the one of the output shafts in a blank manner, but is not limited thereto. For example, in the example of fig. 16, the output portion 221 is freely sleeved on the second output shaft 922, i.e., the output portion 221 and the second output shaft 922 can rotate at different rotational speeds and different speeds.

As described above, the output portion 221 is rotatable in synchronization with the one of the output shafts, and for example, the synchronization of the output portion 221 with the output shaft can be achieved by adding a corresponding synchronizer as needed. The synchronizer may be an output synchronizer 221c, the output synchronizer 221c being arranged for synchronizing the output 221 and the one of the output shafts.

In some embodiments, the power motor 2 is used to output driving force to the wheels 7 of the hybrid vehicle, and the engine 1 and the power motor 2 drive the same wheels of the hybrid vehicle together. In connection with the example of fig. 16, a differential 75 of the vehicle may be arranged between a pair of front wheels 71 or between a pair of rear wheels 72, in some examples of the invention, the differential 75 may be located between a pair of front wheels 71 when the power motor 2 drives the pair of front wheels 71.

The function of the differential 75 is to allow the left and right drive wheels to roll at different angular velocities when the vehicle is traveling around a curve or over an uneven surface to ensure a pure rolling motion between the drive wheels on both sides and the ground. A final drive driven gear 74 of the final drive 8 is provided on the differential 75, for example, the final drive driven gear 74 may be arranged on a case of the differential 75. The final drive driven gear 74 may be a bevel gear, but is not limited thereto.

In some embodiments, as shown in fig. 13, the power battery 3 is used to power the power motor 2; the auxiliary motor 5 is connected with the engine 1, the auxiliary motor 5 is also connected with the power motor 2, the DC-DC converter 4 and the power battery 3 respectively, and the auxiliary motor 5 realizes at least one of charging the power battery 3, supplying power to the power motor 2 and supplying power to the DC-DC converter 4 when driven by the engine 1 to generate power.

In the following, another embodiment of the power system of the hybrid electric vehicle will be described in detail with reference to fig. 17, and the embodiment is also applicable to a power system in which the engine 1 and the power motor 2 jointly drive the same wheel, i.e. a two-wheel hybrid electric vehicle. It should be noted that this embodiment mainly describes a specific transmission structure among the engine 1, the power motor 2 and the wheels 7, in particular, the structure of the transmission 90 in fig. 14, and the rest is basically the same as the embodiment in fig. 13 and 15, and detailed description thereof is omitted.

In some embodiments, as shown in fig. 13, 15 and 17, the power system of the hybrid vehicle mainly includes an engine 1, a power motor 2, a power battery 3, a DC-DC converter 4, a sub-motor 5, a plurality of input shafts (e.g., a first input shaft 911, a second input shaft 912), a plurality of output shafts (e.g., a first output shaft 921, a second output shaft 922) and a motor power shaft 931, and associated gears and shifting elements (e.g., synchronizers) on the respective shafts.

As shown in fig. 17, the engine 1 outputs power to the wheels 7 of the hybrid vehicle through a clutch 6 such as a double clutch 2d in the example of fig. 16. In power transmission between the engine 1 and the input shafts, the engine 1 is configured to selectively engage at least one of the plurality of input shafts through the double clutch 2 d. In other words, while the engine 1 transmits power to the input shafts, the engine 1 can be selectively engaged with one of the plurality of input shafts to transmit power, or the engine 1 can also be selectively engaged with two or more of the plurality of input shafts at the same time to transmit power.

For example, in the example of fig. 17, the plurality of input shafts may include two input shafts, a first input shaft 911 and a second input shaft 912, the second input shaft 912 is coaxially sleeved on the first input shaft 911, and the engine 1 can be selectively engaged with one of the first input shaft 911 and the second input shaft 912 through the dual clutch 2d to transmit power. Alternatively, in particular, the engine 1 can also be engaged simultaneously with the first input shaft 911 and the second input shaft 912 to transmit power. Of course, it should be understood that the engine 1 may also be disconnected from both the first input shaft 911 and the second input shaft 912.

As shown in fig. 17, at least one reverse output gear 81 is provided on one of the output shafts (e.g., the first output shaft 921 and the second output shaft 922) in a hollow manner, and a reverse synchronizer (e.g., the fifth synchronizer 5c, the sixth synchronizer 6c) for engaging the reverse output gear 81 is further provided on the output shaft, in other words, the reverse synchronizer synchronizes the corresponding reverse output gear 81 and the output shaft, so that the output shaft and the reverse output gear 81 synchronized by the reverse synchronizer can be rotated in synchronization, and thus reverse power can be output from the output shaft.

In some embodiments, as shown in fig. 17, there is one reverse output gear 81, and the one reverse output gear 81 may be idle on the second output shaft 922. However, the present invention is not limited thereto, and in other embodiments, the reverse output gear 81 may be two, and the two reverse output gears 81 are simultaneously fitted over the second output shaft 922. Of course, it is understood that the reverse output gear 81 may be three or more.

The reverse shaft 89 is provided so as to be interlocked with one of the input shafts (e.g., the first input shaft 911 and the second input shaft 912) and also with at least one reverse output gear 81, for example, power on the one of the input shafts can be transmitted to the reverse output gear 81 through the reverse shaft 89, so that the reverse power can be output from the reverse output gear 81. In the example of the present invention, the reverse output gears 81 are all freely engaged with the second output shaft 922, and the reverse shaft 89 is interlocked with the first input shaft 911, so that, for example, the reverse power output from the engine 1 can be output to the reverse output gears 81 through the first input shaft 911 and the reverse shaft 89.

The motor power shaft 931 is described in detail below. A first gear 31 of the motor power shaft and a second gear 32 of the motor power shaft are sleeved on the motor power shaft 931. The motor power shaft first gear 31 may be in meshing transmission with the final drive driven gear 74 to transmit the driving force to the wheels 7 of the hybrid vehicle.

The second motor power shaft gear 32 is arranged to be linked with one of the gear driven gears, and when a hybrid electric vehicle with the power system according to the embodiment of the invention is in some working conditions, the power output by the power source can be transmitted between the second motor power shaft gear 32 and the gear driven gear linked with the second motor power shaft gear 32, and the second motor power shaft gear 32 is linked with the gear driven gear. For example, the second motor power shaft gear 32 is linked with the second gear driven gear 2b, and the second motor power shaft gear 32 and the second gear driven gear 2b may be directly engaged or indirectly driven through an intermediate transmission member.

Further, a motor power shaft synchronizer 33c is also provided on the motor power shaft 931, the motor power shaft synchronizer 33c being located between the motor power shaft first gear 31 and the motor power shaft second gear 32, the motor power shaft synchronizer 33c being operable to selectively engage either the motor power shaft first gear 31 or the motor power shaft second gear 32 with the motor power shaft 3. For example, in the example of FIG. 17, moving the engagement sleeve of the motor power shaft synchronizer 33c to the left may engage the motor power shaft second gear 32 and moving to the right may engage the motor power shaft first gear 31.

As for the motor power shaft first gear 31, since it is meshed with the final drive driven gear 74, the power motor 2 can directly output the generated power from the motor power shaft first gear 31 by engaging the motor power shaft first gear 31 with the motor power shaft synchronizer 33c, which can shorten the transmission chain, reduce intermediate transmission components, and improve the transmission efficiency.

Next, the transmission mode of the motor power shaft 931 and the power motor 2 will be described in detail with reference to specific embodiments.

In some embodiments, as shown in fig. 17, a motor power shaft third gear 33 is further fixedly arranged on the motor power shaft 931, and the power motor 2 is arranged to be in direct meshing transmission or indirect transmission with the motor power shaft third gear 33.

Further, a first motor gear 511 is arranged on a motor shaft of the power motor 2, and the first motor gear 511 is in transmission with a third motor power shaft gear 33 through an intermediate gear 512. For another example, the power motor 2 and the motor power shaft 931 may be coaxially connected.

In some embodiments, the power motor 2 is used to output driving force to the wheels 7 of the hybrid vehicle, and the engine 1 and the power motor 2 drive the same wheels of the hybrid vehicle together. In connection with the example of fig. 17, a differential 75 of the vehicle may be arranged between a pair of front wheels 71 or between a pair of rear wheels 72, and in some examples of the invention, the differential 75 may be located between a pair of front wheels 71 when the power motor 2 drives the pair of front wheels 71.

Further, a first output shaft output gear 211 is fixedly provided on the first output shaft 921, the first output shaft output gear 211 rotates synchronously with the first output shaft 921, and the first output shaft output gear 211 is in mesh transmission with the final drive driven gear 74, so that the power passing through the first output shaft 921 can be transmitted from the first output shaft output gear 211 to the final drive driven gear 74 and the differential 75.

Similarly, a second output shaft output gear 212 is fixedly arranged on the second output shaft 922, the second output shaft output gear 212 rotates synchronously with the second output shaft 922, the second output shaft output gear 212 is in mesh transmission with the final drive driven gear 74, and thus the power through the second output shaft 922 can be transmitted from the second output shaft output gear 212 to the final drive driven gear 74 and the differential 75.

Similarly, the motor power shaft first gear 31 may be used to output power through the motor power shaft 931, and therefore the motor power shaft first gear 31 is also in meshing transmission with the final drive driven gear 74.

More specifically, as shown in conjunction with fig. 13, 15, and 18, the engine 1 outputs power to the hybrid through the clutch 6

Wheels 7 of the power automobile; the power motor 2 is used to output driving force to wheels 7 of the hybrid vehicle. That is to say that the position of the first electrode,

the power system of the embodiment of the invention can provide the normal running of the hybrid electric vehicle by the engine 1 and/or the power motor 2

And supplying power. In some embodiments of the invention, the power sources of the power system may be an engine 1 and a power motor 2,

that is, either one of the engine 1 and the power motor 2 can output power alone to the wheels 7, or the engine

1 and the power motor 2 can simultaneously output power to wheels 7.

As described above, both the engine 1 and the power motor 2 can be used to drive the wheels 7 of the hybrid vehicle. For example, as shown in fig. 18, engine 1 may drive a first wheel of a hybrid vehicle, such as a pair of front wheels 71 (including left and right front wheels), and power motor 2 may drive force to a second wheel of the hybrid vehicle, such as a pair of rear wheels 72 (including left and right rear wheels). In other words, when the engine 1 drives the pair of front wheels 71 and the power motor 2 drives the pair of rear wheels 72, the driving force of the powertrain is output to the pair of front wheels 71 and the pair of rear wheels 72, respectively, and the entire vehicle can adopt a four-wheel drive driving method.

Further, when the engine 1 drives a first wheel and the power motor 2 drives a second wheel, as shown in fig. 18, the power system of the hybrid vehicle further includes a first transmission 91 and a second transmission 92, wherein the engine 1 outputs power to the first wheel of the hybrid vehicle, for example, a pair of front wheels 71, through the clutch 6 and the first transmission 91, and the power motor 2 outputs driving force to the second wheel of the hybrid vehicle, for example, a pair of rear wheels 72, through the second transmission 92. Wherein the clutch 6 and the first transmission 91 may be provided integrally.

Further, as shown in fig. 13, 15 and 18, the DC-DC converter 4 is also connected to the power battery 3. The DC-DC converter 4 is also connected to the power motor 2 via a second controller 21.

Specifically, a vehicle body control module BCM, a vehicle control unit VCU, a motor control module ENG and an engine control module ECM.

The BCM is used for sending starting request information to the VCU, the ENG and the ECM respectively after detecting a starting signal of the hybrid electric vehicle.

When a backup module is arranged in one of the BCM, the ENG and the ECM, the backup module is used for judging whether feedback information generated by the VCU based on the starting request information is received within preset time, and when the feedback information generated by the VCU based on the starting request information is not received within the preset time, self-checking commands are respectively sent to the transmission control module TCU, the battery management module BMS and the auxiliary motor controller.

And the backup module receives self-checking result information fed back by the TCU, the BMS and the auxiliary motor controller, judges that the hybrid electric vehicle meets the starting condition according to the self-checking result information, and sends a starting instruction to control the hybrid electric vehicle to start when the ECM and the ENG are successfully matched by detection.

In one embodiment of the invention, the VCU sends the generated feedback information to the BCM, the ENG9 and the ECM simultaneously.

In an embodiment of the present invention, the backup module stops the backup operation if it receives the feedback information generated by the VCU within the preset time.

In one embodiment of the invention, the secondary motor 5 may be a BSG (Belt-driven Starter Generator) motor. It should be noted that the auxiliary motor 5 belongs to a high-voltage motor, for example, the generated voltage of the auxiliary motor 5 is equivalent to the voltage of the power battery 3, so that the electric energy generated by the auxiliary motor 5 can directly charge the power battery 3 without voltage conversion, and can also directly supply power to the power motor 2 and/or the DC-DC converter 4. The auxiliary motor 5 also belongs to a high-efficiency generator, and for example, the auxiliary motor 5 is driven to generate electricity at the idle speed of the engine 1, so that the electricity generation efficiency of more than 97% can be realized.

In an embodiment of the present invention, the backup module is further configured to determine that the hybrid vehicle does not satisfy the start condition and prohibit the hybrid vehicle from starting when it is identified that the power battery 3 has the leakage fault according to the self-test result information fed back by the BMS.

In an embodiment of the invention, the backup module is further configured to determine that the hybrid electric vehicle does not meet the start condition and prohibit the hybrid electric vehicle from starting if the detection result shows that the ECM and the ENG fail to match the codes.

In an embodiment of the present invention, the backup module is further configured to determine whether the SOC of the power battery 3 is smaller than a preset value if the TCU is identified to be failed according to the self-test result information.

If the SOC of the power battery 3 is smaller than the preset value, the backup module controls the engine 1 to drive the auxiliary motor 5 to generate power so as to charge the power battery 3, and the power motor 2 drives wheels of the hybrid electric vehicle.

If the SOC of the power battery 3 is larger than or equal to the preset value, the backup module directly drives wheels of the hybrid electric vehicle by controlling the power motor 2.

In an embodiment of the invention, the backup module is further configured to control the hybrid electric vehicle to run in a fuel only mode, an electric only mode or a parallel mode if the failure of the sub-motor controller is identified according to the self-test result information.

It should be noted that the foregoing explanation of the embodiment of the overall vehicle control method of the hybrid electric vehicle is also applicable to the power system of the hybrid electric vehicle of this embodiment, and details are not repeated here.

In order to achieve the above embodiments, the present invention also provides a computer-readable storage medium having instructions stored therein, which when executed, the hybrid vehicle executes the vehicle control method of the above embodiments of the present invention.

In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.

Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.

Any process or method descriptions in flow charts or otherwise described herein may be understood as representing modules, segments, or portions of code which include one or more executable instructions for implementing steps of a custom logic function or process, and alternate implementations are included within the scope of the preferred embodiment of the present invention in which functions may be executed out of order from that shown or discussed, including substantially concurrently or in reverse order, depending on the functionality involved, as would be understood by those reasonably skilled in the art of the present invention.

It should be understood that portions of the present invention may be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, the various steps or methods may be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. If implemented in hardware, as in another embodiment, any one or combination of the following techniques, which are known in the art, may be used: a discrete logic circuit having a logic gate circuit for implementing a logic function on a data signal, an application specific integrated circuit having an appropriate combinational logic gate circuit, a Programmable Gate Array (PGA), a Field Programmable Gate Array (FPGA), or the like.

It will be understood by those skilled in the art that all or part of the steps carried by the method for implementing the above embodiments may be implemented by hardware related to instructions of a program, which may be stored in a computer readable storage medium, and when the program is executed, the program includes one or a combination of the steps of the method embodiments.

In addition, functional units in the embodiments of the present invention may be integrated into one processing module, or each unit may exist alone physically, or two or more units are integrated into one module. The integrated module can be realized in a hardware mode, and can also be realized in a software functional module mode. The integrated module, if implemented in the form of a software functional module and sold or used as a stand-alone product, may also be stored in a computer readable storage medium.

The storage medium mentioned above may be a read-only memory, a magnetic or optical disk, etc. Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made to the above embodiments by those of ordinary skill in the art within the scope of the present invention.

Claims

1. The vehicle control method of the hybrid electric vehicle is characterized in that a power system of the hybrid electric vehicle comprises the following steps:

an engine outputting power to a first wheel of the hybrid vehicle through a clutch;

a power motor for outputting a driving force to a second wheel of the hybrid vehicle;

the power battery is used for supplying power to the power motor;

a DC-DC converter;

the auxiliary motor is connected with the power motor, the DC-DC converter and the power battery respectively, and at least one of charging the power battery, supplying power to the power motor and supplying power to the DC-DC converter is realized when the auxiliary motor is driven by the engine to generate power;

the vehicle control method comprises the following steps:

after detecting a starting signal of the hybrid electric vehicle, a body control module BCM respectively sends starting request information to a vehicle control unit VCU, a motor control module ENG and an engine control module ECM;

when a backup module is arranged in one of the BCM, the ENG and the ECM, if the backup module does not receive feedback information generated by the VCU based on the starting request information within preset time, a self-checking command is respectively sent to a transmission control module (TCU), a battery management module (BMS) and a secondary motor controller;

and the backup module receives self-checking result information fed back by the TCU, the BMS and the auxiliary motor controller, and sends a starting instruction to control the hybrid electric vehicle to start when judging that the hybrid electric vehicle meets a starting condition and detects that the ECM and the ENG are successfully matched according to the self-checking result information.

2. The method of claim 1, wherein the VCU sends the generated feedback information to the BCM, the ENG, and the ECM simultaneously.

3. The method of claim 1, wherein the backup module stops working if the backup module receives the feedback information generated by the VCU within the preset time.

4. The method of claim 1, wherein the secondary motor is a BSG motor.

5. The method of claim 1, wherein after the backup module receives the self-test result information fed back by the TCU, the BMS, and the secondary motor controller, further comprising:

and the backup module judges that the hybrid electric vehicle does not meet the starting condition and prohibits the hybrid electric vehicle from starting if recognizing that the power battery has an electric leakage fault according to the self-checking result information fed back by the BMS.

6. The method of claim 1, further comprising:

and if the backup module detects that the ECM and the ENG are failed to match the codes, judging that the hybrid electric vehicle does not meet the starting condition, and forbidding the hybrid electric vehicle to start.

7. The method of claim 1, further comprising:

if the backup module identifies that the TCU fails according to the self-checking result information, judging whether the SOC of the power battery is smaller than a preset value or not;

if the SOC of the power battery is smaller than a preset value, the backup module controls an engine to drive an auxiliary motor to generate power so as to charge the power battery, and a second wheel of the hybrid electric vehicle is driven by a power motor;

and if the SOC of the power battery is larger than or equal to a preset value, the backup module directly drives a second wheel of the hybrid electric vehicle by controlling a power motor.

8. The method of claim 1, further comprising:

and if the backup module identifies that the auxiliary motor controller fails according to the self-checking result information, the hybrid electric vehicle is controlled to run in a pure fuel mode, a pure electric mode or a parallel mode.

9. A computer-readable storage medium having instructions stored therein, which when executed, the hybrid vehicle performs the overall vehicle control method according to any one of claims 1-8.

10. A power system of a hybrid vehicle, characterized by comprising: whole car driving system and whole car control system, wherein, whole car driving system includes:

the power battery is used for supplying power to the power motor;

a DC-DC converter;

whole car control system includes:

the hybrid electric vehicle control system comprises a vehicle body control module BCM, a vehicle control unit VCU, a motor control module ENG and an engine control module ECM, wherein the vehicle body control module BCM is used for sending starting request information to the vehicle control unit VCU, the motor control module ENG and the engine control module ECM respectively after detecting a starting signal of the hybrid electric vehicle;

when a backup module is arranged in one of the BCM, the ENG and the ECM, the backup module is used for judging whether feedback information generated by the VCU based on the starting request information is received within preset time, and respectively sending self-checking commands to the transmission control module TCU, the battery management module BMS and the auxiliary motor controller when the feedback information generated by the VCU based on the starting request information is not received within the preset time;

and the backup module is also used for receiving self-checking result information fed back by the TCU, the BMS and the auxiliary motor controller, judging that the hybrid electric vehicle meets the starting condition according to the self-checking result information, and sending a starting instruction to control the hybrid electric vehicle to start when the ECM and the ENG are successfully matched by detection.

11. The system of claim 10, wherein the VCU is to send the generated feedback information to the BCM, the ENG, and the ECM simultaneously.

12. The system of claim 10, wherein the backup module is further configured to stop working if the feedback information generated by the VCU is received within the preset time.

13. The system of claim 10, wherein the secondary motor is a BSG motor.

14. The system of claim 10, wherein the backup module is further configured to determine that the hybrid vehicle does not satisfy the start-up condition and prohibit the hybrid vehicle from starting up if it is recognized that a power battery has an electrical leakage fault according to the self-test result information fed back by the BMS.

15. The system of claim 10, wherein the backup module is further configured to determine that the hybrid vehicle does not satisfy the start-up condition and prohibit the hybrid vehicle from starting up if the detection of the failure to match the ECM with the ENG.

16. The system of claim 10, wherein the backup module is further configured to determine whether the SOC of the power battery is less than a preset value if the TCU is identified to be out of service according to the self-test result information;

17. The system of claim 10, wherein the backup module is further configured to control the hybrid vehicle to operate in a fuel only mode, an electric only mode, or a parallel mode if a sub-electromechanical controller failure is identified based on the self-test result information.