CN113844435A - Hybrid electric vehicle limping control method and hybrid electric vehicle - Google Patents
Hybrid electric vehicle limping control method and hybrid electric vehicle Download PDFInfo
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- CN113844435A CN113844435A CN202111340505.9A CN202111340505A CN113844435A CN 113844435 A CN113844435 A CN 113844435A CN 202111340505 A CN202111340505 A CN 202111340505A CN 113844435 A CN113844435 A CN 113844435A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/50—Control strategies for responding to system failures, e.g. for fault diagnosis, failsafe operation or limp mode
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/20—Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
Abstract
The invention relates to the field of vehicles, and discloses a limp control method of a hybrid electric vehicle and the hybrid electric vehicle, wherein fault types of the hybrid electric vehicle are divided according to the fault severity degree, so that a limp control mode can be determined according to a fault type with a higher priority when a plurality of fault types with different priorities exist; the limp control modes are divided according to the priority levels according to the high safety, the vehicle can be controlled to run according to the limp control mode with the higher priority level in the determined limp control modes when a plurality of faults with the same priority level exist, the most reasonable limp mode is selected while the safety of the whole vehicle is guaranteed and the vehicle can run reliably according to the requirements of a driver when the hybrid electric vehicle breaks down, the limp of the vehicle is controlled to the maximum extent on the premise of guaranteeing the safety, the coordination control when various faults occur is improved, and the running safety is further improved.
Description
Technical Field
The invention relates to the field of vehicles, in particular to a limping control method of a hybrid electric vehicle and the hybrid electric vehicle.
Background
When a vehicle breaks down, in order to ensure the safety of the vehicle and drivers and passengers, the limping of the vehicle is controlled to the maximum extent on the premise of ensuring the safety, so that the vehicle can drive away from dangerous road sections such as crossroads or expressways or drive to nearby automobile repair shops as soon as possible.
Vehicle failures are varied and the corresponding limp home control will vary due to the different vehicle configurations and power source types. The existing limp control method is incomplete, although the driving safety can be ensured to a certain extent, the driving safety needs to be further improved, and the problem of control coordination exists when various faults occur.
Disclosure of Invention
The invention aims to provide a limping control method of a hybrid electric vehicle and the hybrid electric vehicle, which can realize coordinated control when various faults occur and further improve the driving safety.
In order to achieve the purpose, the invention adopts the following technical scheme:
a limp home control method of a hybrid vehicle, the hybrid vehicle comprising a powertrain and wheels, the powertrain comprising an engine, a generator, a clutch, a driving motor, a transmission unit and a power battery, the engine being in transmission connection with the generator while being selectively connected to or disconnected from the transmission unit via the clutch, the driving motor being connected to the transmission unit, the power battery being electrically connected to both the generator and the driving motor, the transmission unit being configured to connect the wheels;
the driving modes of the hybrid electric vehicle comprise a parking shutdown mode, a pure electric driving mode, a series driving mode and a parallel driving mode;
the limp home control method includes:
dividing the fault types of the hybrid electric vehicle into faults affecting the safety of the whole vehicle and drivers and passengers, the whole vehicle parking faults and the component failure faults according to the sequence of the priority from high to low according to the severity of the faults;
when the hybrid electric vehicle has faults, the fault types are confirmed, and the hybrid electric vehicle is controlled to enter a corresponding limp control mode according to the fault type with higher priority in the fault types;
dividing the limp control mode into a safety mode, a high-voltage-free parking mode, a high-voltage-down parking mode, a parallel limp mode, a series limp mode and a pure electric limp mode according to the sequence of the high safety and the low priority;
when the hybrid electric vehicle has the whole vehicle parking fault, determining a limp control mode according to a failure component causing the component failure fault and a current driving mode, and controlling the vehicle according to a limp control mode with higher priority in the determined limp control mode.
As a preferable aspect of the limp home control method of the hybrid vehicle described above,
when the hybrid electric vehicle has a fault which affects the safety of the whole vehicle and drivers and passengers, controlling the engine to stop, and controlling the generator and the driving motor to output zero torque and cut off a high-voltage loop so as to enter a safety mode;
when the hybrid electric vehicle has a vehicle parking fault, the engine is controlled to stop, and the generator and the driving motor are controlled to output zero torque to enter a parking mode.
As a preferable aspect of the limp home control method of the hybrid vehicle described above,
when the whole vehicle parking fault exists in the hybrid electric vehicle, whether the fault needing to cut off the high-voltage loop exists in the fault is judged, if yes, the engine is controlled to stop, the generator and the driving motor are controlled to output zero torque, the high-voltage loop is cut off to enter a parking mode with lower high voltage, and if not, the engine is controlled to stop, and the generator and the driving motor are controlled to output zero torque to enter a parking mode with no lower high voltage.
As a preferred technical solution of the limp control method of the hybrid electric vehicle, if there is a failure that the vehicle control unit receives the BMS, it is determined whether there is a failure that the power battery affects the safety in the failure, and if so, a safety mode is entered;
if the safety fault caused by the influence of the power battery does not exist, judging whether a fault that the power battery needs to be subjected to high voltage reduction exists, and if so, entering a high voltage reduction parking mode; if not, the vehicle enters a parking mode without high voltage.
As a preferable technical solution of the limp home control method for the hybrid vehicle, the component failure fault includes a failure fault of a driving motor;
when the hybrid electric vehicle drives the vehicle to run in a parallel driving mode, a driving motor failure fault occurs, whether the current vehicle speed is greater than a first preset vehicle speed or not is judged, if yes, the generator replaces the driving motor to enter a parallel limp mode, and the vehicle enters a parking mode until the current vehicle speed is not greater than the first preset vehicle speed;
if the hybrid electric vehicle is driven to run in a series driving mode or a pure electric driving mode, a failure fault of a driving motor occurs, and the hybrid electric vehicle enters a parking mode.
As a preferable aspect of the limp home control method for the hybrid vehicle, the component failure fault includes a generator failure fault;
if the hybrid electric vehicle is in a failure fault of a generator when the hybrid electric vehicle is driven to run in a parallel driving mode, judging whether the vehicle speed is greater than a first preset vehicle speed, if so, replacing the generator by a driving motor to charge a power battery, and independently driving the power battery to enter a parallel limp mode by an engine until the vehicle speed is not greater than the first preset vehicle speed, and independently driving the vehicle to run by the driving motor to enter a pure electric limp mode;
if the generator failure fault occurs when the hybrid electric vehicle drives the vehicle to run in the series driving mode or the pure electric driving mode, the driving motor drives the vehicle to run independently to enter the pure electric limp mode.
As a preferable aspect of the limp home control method for the hybrid vehicle, the component failure fault includes an engine failure fault;
if the engine failure fault occurs when the hybrid electric vehicle is driven to run in a parallel driving mode, a series driving mode or a pure electric driving mode, the driving motor drives the vehicle to run independently to enter the pure electric limp mode.
As a preferable technical solution of the limp home control method for the hybrid vehicle, the failure fault of the component includes a failure of disengagement of the clutch and a failure of engagement of the clutch;
if the clutch can not be separated, entering a parking mode;
if the clutch can not be combined when the hybrid electric vehicle drives the vehicle to run in the pure electric driving mode, the vehicle is driven by the driving motor to run to enter the pure electric limp-home mode, whether the engine meets the starting request or not is judged, the generator is controlled to start the engine when the engine meets the starting request, and the engine drives the generator to generate power to enter the series limp-home mode after the engine is started.
As a preferable technical solution of the limp home control method for the hybrid vehicle, the component failure fault includes a CAN communication fault;
if CAN communication faults exist between the vehicle controller and the EMS, performing limp control according to the engine failure faults;
if a CAN communication fault exists between the vehicle controller and the generator controller, performing limp control by the existence of a generator failure fault;
if a CAN communication fault exists between the vehicle controller and the drive motor controller, performing limp control by the drive motor failure fault;
if a CAN communication fault exists between the vehicle controller and the battery management system, entering a parking mode;
if the vehicle controller has a fault, judging whether the vehicle can limp, if so, controlling the vehicle to run at a speed less than a second preset speed; if not, entering a parking mode.
The invention also provides a hybrid electric vehicle and a limping control method adopting the hybrid electric vehicle.
The invention has the beneficial effects that: according to the limp control method of the hybrid electric vehicle and the hybrid electric vehicle, the fault types of the hybrid electric vehicle are divided into faults affecting the safety of the whole vehicle and drivers and passengers, the parking faults of the whole vehicle and the failure faults of components according to the sequence of the priority levels from high to low according to the severity of the faults, and the limp control mode can be determined according to the fault types with higher priority levels when a plurality of fault types with different priority levels exist; according to the safety, the limp control modes are divided into a safe mode, a high-voltage-free parking mode, a parallel limp mode, a series limp mode and a pure electric limp mode according to the sequence of the priority from high to low, when a plurality of faults with the same priority exist, the vehicle can be controlled to run according to the limp control mode with higher priority in the determined limp control modes, the safety of the whole vehicle is guaranteed when the hybrid electric vehicle breaks down, the vehicle can be reliably operated according to the requirements of a driver, the most reasonable limp mode is selected, the limp of the vehicle is controlled to the maximum extent on the premise of guaranteeing the safety, the coordinated control when various faults occur is improved, and the running safety is further improved.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the description of the embodiments of the present invention will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the contents of the embodiments of the present invention and the drawings without creative efforts.
FIG. 1 is a schematic diagram of a powertrain of a hybrid vehicle according to an embodiment of the present invention;
FIG. 2 is a flow chart of a hybrid vehicle limp home control method provided by an embodiment of the invention;
fig. 3 is a flowchart of a limp home control method of the vehicle control unit when receiving a BMS failure according to an embodiment of the present invention;
fig. 4 is a flowchart of a limp home control method when the vehicle control unit receives a fault of the MCU1 according to an embodiment of the present invention;
fig. 5 is a flowchart of a limp home control method when the vehicle control unit receives a fault of the MCU2 according to an embodiment of the present invention;
FIG. 6 is a flow chart of a limp home control method with clutch failure provided by an embodiment of the present invention;
fig. 7 is a flowchart of a limp home control method in case of a CAN communication failure according to an embodiment of the present invention.
Detailed Description
In order to make the technical problems solved, the technical solutions adopted and the technical effects achieved by the present invention clearer, the technical solutions of the present invention are further described below by way of specific embodiments with reference to the accompanying drawings. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting of the invention. It should be further noted that, for the convenience of description, only some but not all of the elements associated with the present invention are shown in the drawings.
As shown in fig. 1, the present embodiment provides a hybrid vehicle, which includes a powertrain and wheels, where the powertrain includes an engine, a generator, a clutch, a driving motor, a transmission unit and a power battery, where the engine is selectively connected to or disconnected from the transmission unit through the clutch and is simultaneously in transmission connection with the generator, the driving motor is connected to the transmission unit, the power battery is electrically connected to both the generator and the driving motor, and the transmission unit is used for connecting the wheels.
Specifically, the driving motor is electrically connected with the power battery through a first inverter, and the generator is electrically connected with the power battery through a second inverter. The engine is in transmission connection with the generator through the gear pair, the engine can be started through the generator, when the clutch is disconnected, the engine does not directly participate in driving the vehicle, and the engine drives the generator to generate power to charge the power battery or provide energy for the driving motor so as to drive the vehicle to run through the driving motor. When the clutch is combined, the engine transmits power to wheels through the clutch and the transmission unit, and the engine and the driving motor can jointly drive the hybrid electric vehicle.
The engine is provided with an engine controller (EMS for short) and the engine controller is used for controlling the action of the engine; the driving motor is provided with a motor controller (MCU 1 for short), and the motor controller is used for controlling the driving motor to act; the generator is provided with a generator controller (MCU 2 for short), and the generator is controlled to act by the generator controller; the power battery is provided with a battery management system (BMS for short), and the power battery is controlled by the battery management system. The engine controller, the motor controller, the generator controller and the battery management system are all communicated with a vehicle control unit (MCU) through a CAN bus, and the engine controller, the motor controller, the generator controller and the battery management system have the functions of monitoring and identifying faults of the engine controller, the motor controller, the generator controller and the battery management system and CAN send monitoring signals to the vehicle control unit through the CAN bus.
The vehicle control unit CAN identify the operation of a driver and receive related component signals and fault signals sent by the engine controller, the motor controller, the generator controller and the battery management system, and CAN identify the self fault state, the clutch fault state and the CAN communication fault; the vehicle control unit can also start a control command, coordinate and control all parts to operate orderly, realize functions such as hybrid power driving and braking energy recovery, and ensure that the vehicle runs safely and reliably according to the requirements of a driver under the condition of failure.
The driving modes of the hybrid electric vehicle comprise a parking shutdown mode, a pure electric driving mode, a series driving mode and a parallel driving mode; the vehicle stopping and stopping mode refers to that the vehicle is in a stopping state, the engine is in a stopping state, the clutch is in a separating state, and the vehicle control unit stops sending an oil injection command and a related torque command.
The pure electric driving mode refers to that when the electric quantity of the power battery is enough, the vehicle speed and the required torque of a driver are small, the engine is stopped, and the driving motor drives the hybrid electric vehicle to run and perform regenerative braking.
The series driving mode refers to that when the vehicle speed is increased and the torque required by a driver is large, the engine directly provides electric energy for the driving motor through power generation of the generator, or the engine directly provides electric energy for the driving motor through power generation of the generator and charges a power battery at the same time.
The parallel driving mode is that when the vehicle speed continuously rises and the torque required by a driver is reduced, the clutch is controlled to be combined, the engine directly participates in driving, the generator generates electricity according to the electric quantity of the battery and the load of the engine, and the electric energy is stored in the power battery; when the torque required by the driver is larger than the upper limit torque of the economic zone of the engine or the response of the engine is slow, the driving motor carries out assistance.
The embodiment provides a limp control method of a hybrid electric vehicle aiming at the hybrid electric vehicle, which comprises the following steps: dividing the fault types of the hybrid electric vehicle into faults affecting the safety of the whole vehicle and drivers and passengers, the whole vehicle parking faults and the component failure faults according to the sequence of the priority from high to low according to the severity of the faults; when the hybrid electric vehicle has faults, the fault types are confirmed, and the hybrid electric vehicle is controlled to enter a corresponding limp control mode according to the fault type with higher priority in the fault types; dividing the limp control mode into a safety mode, a high-voltage-free parking mode, a high-voltage-down parking mode, a parallel limp mode, a series limp mode and a pure electric limp mode according to the high safety and the low priority in sequence; when the hybrid electric vehicle has a component failure fault, determining a limp home control mode according to a failed component causing the component failure fault and a current driving mode, and controlling the vehicle according to a limp home control mode with higher priority in the determined limp home control mode.
The limping control method of the hybrid electric vehicle provided by the embodiment can ensure that the whole vehicle can safely and reliably run according to the requirements of a driver when the hybrid electric vehicle breaks down; and the limp control mode and the limp mode are prioritized according to the fault type, so that the most reasonable limp mode can be selected, and the limp of the vehicle is controlled to the maximum extent on the premise of ensuring safety, so that the requirements of a driver are met.
The control principle of the hybrid vehicle limp home control method provided by the embodiment is briefly described below with reference to fig. 2.
And S1, judging whether the hybrid electric vehicle has a fault, if so, executing S2, and if not, continuing to control the vehicle to normally run.
In the process that the hybrid electric vehicle is controlled by the vehicle control unit to run, the vehicle control unit, the engine controller, the motor controller, the generator controller and the battery management system monitor and identify the faults of the vehicle control unit in real time, and when any one of the engine controller, the motor controller, the generator controller and the battery management system monitors the fault signal, the fault signal is sent to the vehicle control unit; and meanwhile, the vehicle controller also monitors the self fault, the clutch state and the clutch fault in real time, confirms whether the hybrid electric vehicle has the fault or not by the vehicle controller, and continuously controls the vehicle to normally run if the hybrid electric vehicle has no fault.
S2, judging whether the faults affect the safety of the whole vehicle and drivers and passengers, if so, controlling the engine to stop, and controlling the generator and the driving motor to output zero torque and cut off a high-voltage loop so as to enter a safety mode; if not, S3 is executed.
As the fault types are various and various faults may exist at the same time, in order to ensure the safety of the whole vehicle and drivers and passengers, the fault affecting the safety of the whole vehicle and the drivers and passengers is taken as the highest priority. Faults that the vehicle is collided, the power battery cannot work and the safety of the power battery influences all belong to faults that the safety of the whole vehicle and drivers and passengers is influenced.
Once a fault affecting the safety of the whole vehicle and drivers and passengers occurs, the engine is immediately controlled to stop, the generator and the driving motor both output zero torque to cut off a power source, and meanwhile, the high-voltage relay is controlled to cut off a high-voltage loop to enable the vehicle to enter a safety mode. The power battery is electrically connected with the first inverter and the second inverter through the high-voltage relay, and when the high-voltage relay is powered off, the power battery is disconnected with the first inverter and the second inverter, so that the power battery is disconnected with the driving motor and the generator.
S3, judging whether the fault has the finished automobile parking fault, if so, controlling the engine to stop and controlling the generator and the driving motor to output zero torque to execute a parking mode; if not, then there is a component failure and execution proceeds to S4.
The parking modes in step S3 include a high-voltage parking mode and a non-high-voltage parking mode, and when there is a parking fault in the hybrid electric vehicle, it is determined whether there is a fault in the fault that requires cutting off the high-voltage circuit, if so, the engine is controlled to stop and the generator and the driving motor are both controlled to output zero torque and the high-voltage circuit is cut off to enter the low-voltage parking mode, and if not, the engine is controlled to stop and the generator and the driving motor are both controlled to output zero torque to enter the non-high-voltage parking mode.
And S4, determining the limp home control mode according to the failure component and the current driving mode, and controlling the vehicle according to the limp home control mode with higher priority in the determined limp home control mode.
In the embodiment, the component failure faults comprise a driving motor failure fault, a generator failure fault, an engine failure fault, a clutch failure fault, a CAN communication fault and a vehicle controller self fault, wherein the clutch failure faults comprise a clutch non-combination fault and a clutch non-separation fault; the CAN communication faults comprise CAN communication faults between the vehicle controller and the generator controller, CAN communication faults between the vehicle controller and the driving motor controller, and CAN communication faults between the vehicle controller and the battery management system.
The failure of the power battery can cause the failure of the whole vehicle controller to receive the BMS, the failure of the driving motor can cause the failure of the whole vehicle controller to receive the MCU1, the failure of the generator can cause the failure of the whole vehicle controller to receive the MCU2, the failure of the engine can cause the failure of the whole vehicle controller to receive the EMS, and the failures can be identified through the whole vehicle controller.
Fig. 3 is a flowchart of a limp home control method when the vehicle control unit receives the BMS failure according to the embodiment, and as shown in fig. 3, the limp home control method includes the following steps:
s11, when the BMS fault is received by the vehicle controller, judging whether the fault affects the safety of the power battery, if so, entering a safety mode; if not, go to S12;
s12, judging whether the fault has a fault that the power battery needs to be subjected to high voltage reduction, and if so, entering a low-voltage parking mode; if not, the vehicle enters a parking mode without high voltage.
For example, the power of the power battery is limited due to other faults, and the power battery enters a parking mode without high voltage when the power battery does not need to be powered down, so that high-voltage power utilization is ensured as much as possible.
The control method for the vehicle control unit to receive the BMS failure is suitable for the case where the hybrid vehicle has no other failure.
Fig. 4 is a flowchart of a limp home control method when the vehicle control unit provided in this embodiment receives a fault of the MCU1, and as shown in fig. 4, the control method at this time includes the following steps:
s21, when the fault that the vehicle control unit receives the MCU1 exists due to the failure of the driving motor, judging whether the hybrid electric vehicle drives the vehicle to run in a parallel driving mode, if so, executing S22, and if not, entering a parking mode;
s22, judging whether the current vehicle speed is greater than a first preset vehicle speed; if so, the generator replaces the driving motor to enter a parallel limp mode until the current vehicle speed is not higher than a first preset vehicle speed and then enters a parking mode; if not, entering a parking mode.
When the hybrid electric vehicle is controlled, a certain requirement is imposed on the vehicle speed when the clutch is combined, and when the vehicle speed is not greater than a first preset vehicle speed, the clutch is difficult to keep a combined state, namely, the vehicle cannot be driven by the engine to run. Therefore, the first preset vehicle speed is limited, and when the driving mode of the hybrid electric vehicle is the parallel driving mode to drive the vehicle, if the failure fault of the driving motor occurs, the generator can replace the driving motor to enter the parallel limp-home mode when the current vehicle speed is greater than the first preset vehicle speed.
In the case of replacing the driving motor with the generator, the hybrid vehicle is divided into two cases according to the state of the engine, the first case is that when the driving motor fails, the hybrid vehicle is in a parallel driving mode in which the engine and the driving motor are driven together, and in this case, the generator is used as the driving motor, and the generator provides the torque required by the previous driving motor, so as to ensure the safe driving of the vehicle without sudden and abrupt changes of the vehicle speed.
The second situation is that when the driving motor fails, the hybrid electric vehicle is in a parallel driving mode in which the engine is driven independently, and the driving motor does not work, and then the generator controller continues to wait for a command for controlling the generator to act after receiving a command for replacing the driving motor. And determining whether the generator needs to be started or not according to the actual required torque, and starting the generator to perform auxiliary driving when the vehicle is driven by the engine alone and the actual required torque is difficult to meet.
When the driving mode of the hybrid electric vehicle is a parallel driving mode and a driving motor fails when the vehicle is driven, if the current vehicle speed is not greater than a first preset vehicle speed, the clutch is difficult to maintain a combined state, and the driving motor is in a failure state, and can only enter a parking mode at the moment.
When the driving mode of the hybrid electric vehicle is the series driving mode or the pure electric driving mode when the failure fault of the driving motor occurs, the pure electric mode cannot be maintained due to the failure of the driving motor, and the hybrid electric vehicle directly enters the parking mode at the moment.
It should be noted that when the vehicle control unit receives the MCU1 failure due to the failure of the driving motor, if the vehicle control unit enters the parking mode, the parking mode with no low voltage is preferred when the electric quantity of the power battery meets the requirement; and selecting a low-voltage parking mode under the condition that the electric quantity of the power battery cannot meet the requirement.
The limp home control method when the vehicle control unit receives the MCU1 failure is applicable to a hybrid vehicle without other failures.
Fig. 5 is a flowchart of a limp home control method when the vehicle control unit provided in this embodiment receives a fault of the MCU2, and as shown in fig. 5, the control method at this time includes the following steps:
and S31, when the fault that the vehicle control unit receives the MCU1 due to the failure of the generator exists, judging whether the hybrid electric vehicle drives the vehicle to run in a parallel driving mode, if so, executing S32, and if not, driving the vehicle to run by the driving motor alone to enter a pure electric limp-home mode.
When a generator failure fault occurs, the driving mode of the hybrid electric vehicle is not a parallel driving mode, and only a series driving mode or a pure electric driving mode can be realized. After the hybrid electric vehicle has a generator failure fault in the series driving mode, the generator fails to generate power continuously, so that the series driving mode cannot be maintained, and the vehicle is driven by the driving motor to run so as to perform pure electric limp.
After the generator failure fault occurs in the pure electric driving mode of the hybrid electric vehicle, the vehicle is driven to run by the driving motor so as to perform pure electric limping.
S32, judging whether the current vehicle speed is greater than a first preset vehicle speed; if the vehicle speed is not higher than the first preset vehicle speed, the vehicle is driven by the driving motor to run independently to enter the pure electric limp mode; if not, the vehicle is driven to run through the driving motor to enter the pure electric limp home mode.
After the generator failure fault occurs in the parallel driving mode of the hybrid electric vehicle, if the current vehicle speed is greater than a first preset vehicle speed, the clutch can be kept in a combined state, the engine drives the vehicle to run independently, and the driving motor replaces the generator to charge the power battery, so that when the parallel limp-home mode is exited, the power battery has enough electric quantity, the vehicle can be switched to the pure electric limp-home mode when the vehicle speed is not greater than the first preset vehicle speed, and the driving requirement can be met as far as possible.
The control method for the vehicle control unit to receive the fault of the MCU2 is applicable to the situation where the hybrid vehicle has no other fault.
If the engine failure fault occurs when the hybrid electric vehicle is driven to run in a parallel driving mode, a series driving mode or a pure electric driving mode, the driving motor drives the vehicle to run independently to enter the pure electric limp mode. Because the engine fails and the parallel driving mode and the series driving mode are difficult to maintain, the non-wheel driving mode directly enters the pure electric limp mode to meet the driving requirement.
As shown in fig. 6, if a clutch disengagement failure occurs while the hybrid vehicle is driven in the series drive mode, the hybrid vehicle enters the parking mode. When the hybrid electric vehicle drives the vehicle in the series driving mode to run and the clutch can not be separated, the hybrid electric vehicle directly enters the parking mode in order to ensure the safety of the vehicle and drivers and passengers. Preferably, a parking fault without a low high voltage is entered to ensure high-voltage power utilization.
If the clutch can not be combined when the hybrid electric vehicle is driven to run in the pure electric driving mode, the engine drives the generator to work, and the driving motor drives the vehicle to run so as to enter the series limping mode.
If the clutch can not be combined when the hybrid electric vehicle drives the vehicle to run in the pure electric driving mode, the vehicle is driven by the driving motor to run to enter the pure electric limp-home mode, whether the engine meets the starting request or not is judged, the generator is controlled to start the engine when the engine meets the starting request, and the engine drives the generator to generate power to enter the series limp-home mode after the engine is started. The clutch can not be combined, the vehicle can only be driven by the driving motor to run, and in order to ensure that the power battery has enough electric quantity to maintain the driving motor to work, when the engine starting request is met, the generator is controlled to start the engine, and the engine drives the generator to generate electricity after the engine is started, so that the driving requirement is met as much as possible.
As shown in fig. 7, when a CAN communication fault occurs, the type of the CAN communication fault is identified, and a corresponding limp home control mode is selected according to the type of the CAN communication fault.
If CAN communication faults exist between the vehicle controller and the engine controller, limp control is performed according to the engine failure faults. If CAN communication faults exist between the vehicle controller and the generator controller, limp control is performed according to the existence of generator failure faults. If CAN communication faults exist between the vehicle controller and the drive motor controller, limp control is performed according to the drive motor failure faults. And if a CAN communication fault exists between the vehicle control unit and the battery management system, entering a parking mode.
If the vehicle controller has a fault, judging whether the vehicle can limp, if so, controlling the vehicle to run at a speed less than a second preset speed; if not, entering a parking mode.
According to the limp control method of the hybrid electric vehicle, the fault types of the hybrid electric vehicle are divided into faults affecting the safety of the whole vehicle and drivers, the parking faults of the whole vehicle and the failure faults of components according to the sequence of the priority levels from high to low according to the severity of the faults, and a limp control mode can be determined according to the fault types with higher priority levels when a plurality of fault types with different priority levels exist; according to the safety, the limp control modes are divided into a safe mode, a high-voltage-free parking mode, a parallel limp mode, a series limp mode and a pure electric limp mode according to the sequence of the priority from high to low, when a plurality of faults with the same priority exist, the vehicle can be controlled to run according to the limp control mode with higher priority in the determined limp control modes, the most reasonable limp mode is selected while the safety of the whole vehicle is guaranteed and the vehicle can be reliably operated according to the requirements of a driver when the hybrid electric vehicle breaks down, and the limp of the vehicle is controlled to the maximum extent on the premise of guaranteeing the safety.
It should be understood that the above-described embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the embodiments of the present invention. Other variations and modifications will be apparent to persons skilled in the art in light of the above description. And are neither required nor exhaustive of all embodiments. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present invention should be included in the protection scope of the claims of the present invention.
In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance. Wherein the terms "first position" and "second position" are two different positions.
In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
Claims (10)
1. A limp home control method of a hybrid vehicle, the hybrid vehicle comprising a powertrain and wheels, the powertrain comprising an engine, a generator, a clutch, a driving motor, a transmission unit and a power battery, the engine being in transmission connection with the generator while being selectively connected to or disconnected from the transmission unit via the clutch, the driving motor being connected to the transmission unit, the power battery being electrically connected to both the generator and the driving motor, the transmission unit being configured to connect the wheels;
the driving modes of the hybrid electric vehicle comprise a parking shutdown mode, a pure electric driving mode, a series driving mode and a parallel driving mode;
characterized in that the limp home control method comprises:
dividing the fault types of the hybrid electric vehicle into faults affecting the safety of the whole vehicle and drivers and passengers, the whole vehicle parking faults and the component failure faults according to the sequence of the priority from high to low according to the severity of the faults;
when the hybrid electric vehicle has faults, the fault types are confirmed, and the hybrid electric vehicle is controlled to enter a corresponding limp control mode according to the fault type with higher priority in the fault types;
dividing the limp control mode into a safety mode, a high-voltage-free parking mode, a high-voltage-down parking mode, a parallel limp mode, a series limp mode and a pure electric limp mode according to the sequence of the high safety and the low priority;
when the hybrid electric vehicle has the whole vehicle parking fault, determining a limp control mode according to a failure component causing the component failure fault and a current driving mode, and controlling the vehicle according to a limp control mode with higher priority in the determined limp control mode.
2. The hybrid vehicle limping control method of claim 1, wherein,
when the hybrid electric vehicle has a fault which affects the safety of the whole vehicle and drivers and passengers, controlling the engine to stop, and controlling the generator and the driving motor to output zero torque and cut off a high-voltage loop so as to enter a safety mode;
when the hybrid electric vehicle has a vehicle parking fault, the engine is controlled to stop, and the generator and the driving motor are controlled to output zero torque to enter a parking mode.
3. The hybrid vehicle limping control method of claim 2, wherein,
when the whole vehicle parking fault exists in the hybrid electric vehicle, whether the fault needing to cut off the high-voltage loop exists in the fault is judged, if yes, the engine is controlled to stop, the generator and the driving motor are controlled to output zero torque, the high-voltage loop is cut off to enter a parking mode with lower high voltage, and if not, the engine is controlled to stop, and the generator and the driving motor are controlled to output zero torque to enter a parking mode with no lower high voltage.
4. The limp home control method of the hybrid electric vehicle as claimed in claim 3, wherein if there is a failure that the vehicle control unit receives the BMS, it is determined whether there is a failure that the power battery affects safety among the failures, and if so, a safety mode is entered;
if the safety fault caused by the influence of the power battery does not exist, judging whether a fault that the power battery needs to be subjected to high voltage reduction exists, and if so, entering a high voltage reduction parking mode; if not, the vehicle enters a parking mode without high voltage.
5. The hybrid vehicle limp home control method of claim 3, wherein the component failure fault comprises a drive motor failure fault;
when the hybrid electric vehicle drives the vehicle to run in a parallel driving mode, a driving motor failure fault occurs, whether the current vehicle speed is greater than a first preset vehicle speed or not is judged, if yes, the generator replaces the driving motor to enter a parallel limp mode, and the vehicle enters a parking mode until the current vehicle speed is not greater than the first preset vehicle speed;
if the hybrid electric vehicle is driven to run in a series driving mode or a pure electric driving mode, a failure fault of a driving motor occurs, and the hybrid electric vehicle enters a parking mode.
6. The hybrid vehicle limp home control method of claim 1, wherein the component failure fault comprises a generator failure fault;
if the hybrid electric vehicle is in a failure fault of a generator when the hybrid electric vehicle is driven to run in a parallel driving mode, judging whether the vehicle speed is greater than a first preset vehicle speed, if so, replacing the generator by a driving motor to charge a power battery, and independently driving the power battery to enter a parallel limp mode by an engine until the vehicle speed is not greater than the first preset vehicle speed, and independently driving the vehicle to run by the driving motor to enter a pure electric limp mode;
if the generator failure fault occurs when the hybrid electric vehicle drives the vehicle to run in the series driving mode or the pure electric driving mode, the driving motor drives the vehicle to run independently to enter the pure electric limp mode.
7. The hybrid vehicle limp home control method of claim 1, wherein the component failure fault comprises an engine failure fault;
if the engine failure fault occurs when the hybrid electric vehicle is driven to run in a parallel driving mode, a series driving mode or a pure electric driving mode, the driving motor drives the vehicle to run independently to enter the pure electric limp mode.
8. The hybrid vehicle limp home control method as set forth in claim 1, wherein the component failure fault includes a clutch-not-release fault and a clutch-not-engage fault;
if the clutch can not be separated, entering a parking mode;
if the clutch can not be combined when the hybrid electric vehicle drives the vehicle to run in the pure electric driving mode, the vehicle is driven by the driving motor to run to enter the pure electric limp-home mode, whether the engine meets the starting request or not is judged, the generator is controlled to start the engine when the engine meets the starting request, and the engine drives the generator to generate power to enter the series limp-home mode after the engine is started.
9. The hybrid vehicle limp home control method of claim 1, wherein the component failure fault comprises a CAN communication fault;
if CAN communication faults exist between the vehicle controller and the EMS, performing limp control according to the engine failure faults;
if a CAN communication fault exists between the vehicle controller and the generator controller, performing limp control by the existence of a generator failure fault;
if a CAN communication fault exists between the vehicle controller and the drive motor controller, performing limp control by the drive motor failure fault;
if a CAN communication fault exists between the vehicle controller and the battery management system, entering a parking mode;
if the vehicle controller has a fault, judging whether the vehicle can limp, if so, controlling the vehicle to run at a speed less than a second preset speed; if not, entering a parking mode.
10. A hybrid vehicle characterized by employing the hybrid vehicle limp home control method of any one of claims 1 to 9.
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