CN114475565B - Hybrid vehicle, starting control method, distribution system and vehicle-mounted controller - Google Patents

Hybrid vehicle, starting control method, distribution system and vehicle-mounted controller Download PDF

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Publication number
CN114475565B
CN114475565B CN202210331515.4A CN202210331515A CN114475565B CN 114475565 B CN114475565 B CN 114475565B CN 202210331515 A CN202210331515 A CN 202210331515A CN 114475565 B CN114475565 B CN 114475565B
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China
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motor
vehicle
engine
torque
electric quantity
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CN202210331515.4A
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CN114475565A (en
Inventor
孟斌
严军
周立
王德伟
闵立
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Dongfeng Motor Corp
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Dongfeng Motor Corp
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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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18027—Drive off, accelerating from standstill
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/244—Charge state
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • 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 application discloses a starting control method of a hybrid vehicle, which comprises the following steps: calculating the required torque of the wheel end; obtaining the residual electric quantity of a storage battery; judging the functional state of the first motor, and judging the torque performance of the first motor based on the required torque; and selecting a starting mode of the vehicle according to the residual electric quantity, the functional state of the first motor and the torque performance. The application also discloses a hybrid power distribution system comprising an engine, a clutch, a transmission device, a differential, a first motor and a second motor, wherein the clutch is used for connecting or disconnecting the power of the engine; the engine is connected with the transmission device through a clutch; the differential mechanism is connected with the transmission device; the first motor and the second motor can be in power connection with the differential through the transmission device so as to drive the vehicle to walk; the engine can drive the second motor to generate electricity through the transmission device. The starting mode of the hybrid electric vehicle is perfected, and the use safety and reliability of the system are improved.

Description

Hybrid vehicle, starting control method, distribution system and vehicle-mounted controller
Technical Field
The present disclosure relates to the field of vehicles, and more particularly, to a start control method for a hybrid vehicle, a hybrid power distribution system, a vehicle-mounted controller, and a hybrid vehicle.
Background
In the related art, when the remaining capacity (i.e., SOC: state of charge) of the battery of the hybrid vehicle is low, although the charging speed is also fast, waiting for a time may cause anxiety for a user, and the starting torque that can be satisfied when the remaining capacity is used for motor starting control is small. For most ECVT (electronic continuously variable transmission, electronically controlled continuously variable transmission) hybrid gearboxes, the engine direct drive ratio is small, requiring motor drive or auxiliary drive to achieve vehicle launch.
Disclosure of Invention
In view of this, it is desirable to provide a starting control method for a hybrid vehicle, a hybrid distribution system, an on-vehicle controller, and a hybrid vehicle, which solve the starting problem of the vehicle under the conditions of low residual capacity of a storage battery, malfunction of a motor, or limited torque performance.
In order to achieve the above purpose, the technical solution of the embodiments of the present application is implemented as follows:
in a first aspect of the present application, there is provided a start control method of a hybrid vehicle, including:
calculating the required torque of the wheel end;
obtaining the residual electric quantity of a storage battery;
judging the functional state of a first motor, and judging the torque performance of the first motor based on the required torque;
and selecting a starting mode of the vehicle according to the residual electric quantity, the functional state and the torque performance of the first motor.
Further, the first motor has normal functional state and torque performance, and the starting mode of the vehicle comprises:
when the residual electric quantity is larger than or equal to a first threshold value, and the first motor meets the required torque, the first motor drives the vehicle to start;
when the residual electric quantity is larger than or equal to the first threshold value or the residual electric quantity is larger than or equal to the second threshold value and smaller than the first threshold value, the first motor does not meet the required torque but meets the distributed torque, and the first motor is coupled with an engine to drive the vehicle to start.
Further, when the vehicle starts by coupling the first motor to the engine, the starting control method includes:
the engine drives the second motor to generate electricity.
Further, when the functional state of the first motor fails or the torque performance is insufficient, the first motor is disabled, and the start control method further includes:
judging the functional state of a second motor, and judging the torque performance of the second motor based on the required torque;
and selecting a starting mode of the vehicle according to the residual electric quantity, the functional state and the torque performance of the second motor.
Further, the second motor has normal functional state and torque performance, and the starting mode of the vehicle comprises:
when the residual electric quantity is larger than or equal to a first threshold value, and the second motor meets the required torque, the second motor drives the vehicle to start;
and when the residual electric quantity is larger than or equal to the first threshold value or the residual electric quantity is larger than or equal to the second threshold value and smaller than the first threshold value, the second motor does not meet the required torque but meets the distributed torque, and the second motor is coupled with an engine to drive the vehicle to start.
Further, when the functional state of the second motor fails or the torque performance is insufficient, the second motor is disabled, and the start control method further includes:
the engine drives the vehicle to start; or alternatively, the first and second heat exchangers may be,
and sending a prompt for maintaining the vehicle.
In a second aspect of the present application, there is provided an on-board controller comprising one or more processing modules configured to execute computer instructions stored in a memory module to perform the control method of any one of the present application.
In a third aspect of the present application, there is provided a hybrid power distribution system comprising:
an engine;
a clutch for engaging or disengaging power of the engine;
the engine is connected with the transmission device through the clutch;
the differential mechanism is connected with the transmission device;
the first motor can be in power connection with the differential mechanism so as to drive the vehicle to walk;
the second motor can be in power connection with the differential through the transmission device so as to drive the vehicle to walk; the engine can drive the second motor to generate electricity through the transmission device.
Further, the transmission device includes:
the planetary gear is connected with the clutch;
the sun gear is connected with the planetary gear and the second motor;
a planetary gear ring;
the first synchronizer is connected with the planetary gear ring and the differential and is used for connecting or disconnecting power transmitted by the planetary gear;
and a second synchronizer connected with the planetary gear ring and the second motor for engaging or disengaging the power connection of the second motor and the planetary gear ring.
In a fourth aspect of the present application, there is provided a hybrid vehicle including: the vehicle-mounted controller is provided; and/or, a dispensing system as described herein.
According to the starting control method for the hybrid electric vehicle, when the vehicle starts, the required torque of the wheel end is calculated, the residual electric quantity of the storage battery is obtained, whether the functional state and the torque performance of the motor meet the required torque of the wheel end is judged, and then the starting mode of the vehicle is selected. And executing computer instructions stored by the vehicle-mounted controller through the hybrid power distribution system, wherein the computer instructions execute a vehicle starting control method so as to realize vehicle starting. The embodiment of the application perfects the starting mode of the hybrid electric vehicle and improves the use safety and reliability of the system.
Drawings
Fig. 1 is a schematic structural diagram of a hybrid power distribution system according to an embodiment of the present application;
fig. 2 is a schematic flow chart of a first method for controlling starting of a hybrid vehicle according to an embodiment of the present disclosure;
fig. 3 is a schematic flow chart of a second method for controlling starting of a hybrid vehicle according to an embodiment of the present disclosure;
FIG. 4 is an EV1 mode schematic illustration of a first power transmission route of the hybrid powertrain provided in an embodiment of the present application;
FIG. 5 is an ECVT1 mode schematic illustration of a second power transmission path of a hybrid powertrain provided in an embodiment of the present application;
FIG. 6 is an ECVT2 mode schematic illustration of a third power transmission path of the hybrid powertrain provided by the embodiments of the present application;
FIG. 7 is an EV2 mode schematic illustration of a fourth power transmission route of a hybrid powertrain provided in an embodiment of the present application;
FIG. 8 is an ECVT3 mode schematic illustration of a fifth power transmission route of the hybrid powertrain provided by the embodiments of the present application;
FIG. 9 is an engine drive mode schematic illustration of a sixth power transmission route of a hybrid powertrain provided in an embodiment of the present disclosure;
fig. 10 is a schematic diagram illustrating a second synchronizer lock control analysis of the hybrid power distribution system according to the embodiment of the present application.
Reference numerals illustrate:
1. an engine; 11. an engine shaft; 12. a torsional damper; 3. a clutch; 4. a transmission device; 41. a planetary carrier; 42. a sun gear; 43. a planetary gear; 44. a first synchronizer; 45. a second synchronizer; 46. a planetary gear ring; 47. a first gear; 48. a second gear; 49. a second gear shaft; 410. a third gear; 411. a planetary gear shaft; 412. a fourth gear; 413. a fifth gear; 414. a fifth gear shaft; 415. a sixth gear; 416. a seventh gear; 5. a differential; 6. a first motor; 61. a first motor shaft; 7. a second motor; 8. an output shaft.
Detailed Description
It should be noted that, in the case of no conflict, the embodiments and technical features in the embodiments may be combined with each other, and the detailed description in the specific embodiments should be interpreted as an explanation of the gist of the present application and should not be construed as undue limitation to the present application.
The present application will now be described in further detail with reference to the accompanying drawings and specific examples. The description of "first," "second," etc. in the embodiments of the present application is for descriptive purposes only and is not to be construed as indicating or implying relative importance or implicitly including at least one feature. In the description of the embodiments of the present application, the meaning of "plurality" is at least two, such as two, three, etc., unless explicitly defined otherwise.
Common driving modes of a hybrid vehicle at the start are: motor-driven start, motor-engine hybrid drive start and engine-driven start. From the aspect of energy management, a motor-driven starting scheme is mainly adopted. The motor and engine hybrid drive starting scheme is mostly used for meeting the driving requirement of a storage battery under low residual electric quantity or under a limp mode. For HEV (hybrid electric vehicle )/PHEV (plug-in hybrid electric vehicle, plug-in hybrid electric vehicle) hybrid electric vehicles, because the capacity of the battery is small, the power of the generator is mostly above 50kW, and the charge can be fully ensured by quick charging for only 3-5 min in a short time, and the main stream is started by electric driving, and in some cases, hybrid electric driving can be used for starting.
In view of this, a first aspect of an embodiment of the present application, referring to fig. 1, provides a hybrid power distribution system, including: an engine 1, a clutch 3, a transmission 4, a differential 5, a first electric machine 6 and a second electric machine 7.
The clutch 3 is used to engage or disengage the power of the engine 1, and the kind of the clutch 3 is not limited, and may be an electromagnetic clutch 3, a magnetic powder clutch 3, a friction clutch 3, or the like. Specifically, the clutch 3 is a wet clutch 3, and the working stability of the clutch is improved by means of hydraulic working. For example, the engine 1 includes an engine shaft 11 and a torsional damper 12, the engine shaft 11 is connected to the transmission 4 via the torsional damper 12 and the clutch 3, and the torsional damper 12 can reduce torsional rigidity of a joint portion of the engine shaft 11 and the transmission 4, thereby reducing a torsional natural frequency of the transmission, avoiding excitation caused by excitation of a main harmonic of torque of the engine 1, effectively dissipating vibration energy, relieving torsional impact load of the transmission 4 under unstable conditions, and improving engagement smoothness of the clutch 3.
The differential 5 is connected to the transmission 4, and the differential 5 may be a gear type differential or an anti-slip differential. The first electric machine 6 is in power connection with the differential 5 for driving the vehicle to travel, for example, the first electric machine 6 is in power connection with the differential 5 directly or through the transmission 4. The second motor 7 can be in power connection with the differential 5 through the transmission device 4 so as to drive the vehicle to walk; the engine 1 is capable of generating electricity to the second electric machine 7 through the transmission 4. The first motor 6 is typically a main motor for driving the vehicle to travel; the second motor 7 is typically an auxiliary motor for powering the vehicle, driving the vehicle to walk or charging a battery.
In one embodiment, the transmission 4 comprises: a carrier 41, a sun gear 42, a planetary gear 43, a planetary ring gear 46, a first synchronizer 44, and a second synchronizer 45. The planetary gear 43 is connected to the clutch 3 through a planetary carrier 41, specifically, one end of the planetary carrier 41 is connected to the clutch 3, the other end is connected to the planetary gear 43, and one end of the planetary carrier 41 connected to the planetary gear 43 is typically a plurality of branch carriers, each of which is connected to one of the planetary gears 43. The sun gear 42 is connected with the planetary gear 43 and the second motor 7, specifically, the sun gear 42 is connected at one end of the planetary gear shaft 411, the other end of the planetary gear shaft 411 is connected with a motor shaft of the second motor 7, and the sun gear 42 is meshed with the planetary gear 43 for transmission. The first synchronizer 44 connects the planetary gear 46 and the differential 5 for engaging or disengaging the power transmitted from the planetary gear 46, and in particular, a plurality of gears may be disposed between the first synchronizer 44 and the differential 5 to achieve a speed ratio requirement of transmission, for example, the first synchronizer 44 is connected with the differential 5 through a first gear 47, a second gear 48, and a third gear 410, a seventh gear 416, wherein the second gear 48 and the third gear 410 are mounted on a second gear shaft 49, the first gear 47 is mounted on the first synchronizer 44, the seventh gear 416 is mounted on the differential 5, the first gear 47 is meshed with the second gear 48, and the second gear 48 drives the third gear 410 to mesh with the seventh gear 416 via the second gear shaft 49. The second synchronizer 45 connects the planetary gear ring 46 and the second motor 7 for engaging or disengaging the power connection of the second motor 7 and the planetary gear ring 46.
The transmission 4 further comprises a gear set connected between the first motor 6 and the differential 5, in particular comprising a fourth gear 412, a fifth gear 413, a sixth gear 415 and a seventh gear 416, the fourth gear 412 being connected to the first motor shaft 61 of the first motor 6, the fifth gear 413 and the sixth gear 415 being mounted on a fifth gear shaft 414, the fourth gear 412 being in mesh with the fifth gear 413, the sixth gear 415 being in mesh with the seventh gear 416.
The first synchronizer 44 and the second synchronizer 45 may be of the inertial type or self-boosting type, for example, inertial type. The inertial synchronizer can be in various forms such as a lock ring type, a lock pin type or a multi-cone type. The inertial synchronizer includes a friction element, a locking element, and an elastic element. When in gear, the friction elements are abutted under the action of axial force, and friction moment is generated under the action of inertia moment, so that the two combined parts are gradually synchronized; the locking element is used for preventing forced gear shifting before synchronization; the elastic element keeps the engagement sleeve etc. in the neutral position without interfering with the whole coupling and uncoupling process.
In this embodiment, whether the power of the engine 1 is output or not can be controlled by the clutch 3, so as to realize switching between the pure electric mode and the hybrid electric mode, the first synchronizer 44 and the second synchronizer 45 are combined with the transmission device 4 to realize motor-driven starting, motor-engine hybrid driving starting and engine-driven starting, and then the clutch 3, the first synchronizer 44 and the second synchronizer 45 can be controlled to realize switching of multiple modes.
In a second aspect of the embodiments of the present application, referring to fig. 2, there is provided a start control method of a hybrid vehicle, including:
s1, calculating the required torque of a wheel end;
s2, obtaining the residual electric quantity of the storage battery;
s3, judging the functional state and the torque performance of the first motor;
s4, selecting a starting mode of the vehicle according to the residual electric quantity, the functional state and the torque performance of the first motor.
The control method for starting the hybrid vehicle is applicable to the hybrid power distribution unit of the above embodiment, but is not limited to the hybrid power distribution unit of this configuration, and is within the scope of the present application as long as the control method for starting the hybrid power vehicle of the embodiment can be applied thereto. The first motor of the above embodiment may be understood as having any motor that drives the vehicle to start. When there are a plurality of motors in the vehicle that can drive the vehicle to start, the first motor of the above embodiment can be interpreted as a main motor, and the second motor appearing hereinafter is interpreted as an auxiliary motor.
The following describes the starting control method according to the embodiment of the present application in detail with reference to specific embodiments.
S1, calculating the required torque of the wheel end.
In this step, the wheel end torque refers to a torque obtained by transmitting the torque output from the engine to the wheels through the power distribution system. It will be appreciated that the torque required at the wheel end is the torque required for normal launch of the vehicle. Specifically, the required torque of the wheel end is acquired by the in-vehicle controller based on, for example, the accelerator opening degree, the brake signal, and the like.
S2, obtaining the residual electric quantity of the storage battery.
In this step, the remaining electric power of the storage battery may be obtained by an open circuit voltage method, an ampere-hour integration method, an internal resistance method, a neural network, and a kalman filter method. For example, when the secondary battery is charged or discharged by the ampere-hour integration method, the remaining capacity of the battery is estimated by accumulating the charged or discharged electric quantity. The method for displaying the remaining power of the storage battery is not limited, and can be pointer type, led lamp display or electronic display. For example, when the electric quantity is displayed by the pointer, the pointer indicates that there is electricity in the green area, indicates that there is insufficient electric power in the yellow area, and indicates that there is no electricity in the red area, so that the running cannot be continued.
S3, judging the functional state and the torque performance of the first motor.
In this step, the functional state of the motor refers to whether the motor fails, if not, the functional state is judged to be normal, and if so, the functional state is judged to be failed. The torque performance of the motor refers to whether the torque output range of the motor meets the required torque of the wheel end, and the torque performance meeting refers to that the motor can meet the required torque of the wheel end when the vehicle starts or can meet the distribution torque calculated according to the required torque of the wheel end. The insufficient torque performance means that the motor cannot satisfy the required torque of the wheel end, nor the distributed torque calculated from the required torque of the wheel end.
In one embodiment, referring to fig. 1, according to the structural relationship of the hybrid power distribution system, the first motor 6 is used as a main motor for driving the vehicle to start, and the second motor 7 is used as an auxiliary motor for charging a battery, supplying power to the vehicle, driving the vehicle to start or regulating speed. The functional state and torque performance of the first motor 6 are firstly judged during starting control of the vehicle, the first motor 6 is disabled when the functional state of the first motor 6 fails or the torque performance is insufficient, and then the functional state and torque performance of the second motor 7 are judged.
S4, selecting a starting mode of the vehicle according to the residual electric quantity, the functional state and the torque performance of the first motor.
Because the vehicle starting control method of the embodiment of the present application adopts the method that the functional state and the torque performance of the first motor 6 are judged first, and then the functional state and the torque performance of the second motor 7 are judged. When the functional state of the first motor 6 is normal and the torque performance is satisfied, selecting a starting mode of the vehicle according to the residual electric quantity of the storage battery and the functional state of the first motor; when the functional state of the first motor 6 fails or the torque performance is insufficient, the starting mode of the vehicle is selected according to the remaining electric quantity of the storage battery, the functional state of the second motor is normal, and the torque performance.
Based on the vehicle start control method of the above embodiment, the start modes of the hybrid power distribution system of the embodiment of the application may include EV1 mode, EV2 mode, ECVT1 mode, ECVT2 mode, ECVT3 mode, and engine drive mode. Specifically, the EV1 mode refers to the first motor 6 driving start, the EV2 mode refers to the second motor 7 driving start, the ECVT1 mode refers to the first motor 6 and the engine 1 coupling driving start, the ECVT2 mode refers to the first motor 6 and the engine 1 coupling driving start and generates power to the second motor 7 through the engine 1, the ECVT3 mode refers to the second motor 7 and the engine 1 coupling driving start, and the engine driving mode is the engine 1 driving start.
Referring to fig. 3 to 9, a vehicle start control method according to an embodiment of the present application will be described in detail with reference to a specific embodiment of a power transmission line of a hybrid power distribution system. The thick solid line with an arrow in fig. 4 to 9 is a power transmission path schematic, and the thick dotted line with an arrow is a schematic of the engine driving the second motor to charge the storage battery.
Embodiment one: EV1 mode
When the functional state of the first motor 6 is normal and the torque performance is met, the residual electric quantity of the storage battery is larger than or equal to a first threshold value, and the first motor 6 meets the required torque of the wheel end, the first motor 6 drives the vehicle to start.
In one embodiment, referring to fig. 4, when the clutch 3 is opened, the first synchronizer 44 is opened, and the second synchronizer 45 is opened, the engine 1 is not operated, and the power for driving the wheels is supplied from the first motor 6. The output power of the first motor 6 is output to the fourth gear 412 through the first motor shaft 61, is transmitted to the differential 5 through the fourth gear 412, the fifth gear 413, the fifth gear shaft 414, the sixth gear 415 and the seventh gear 416, and is further driven to start by the output shaft 8.
For example, in the EV1 mode, the execution torque of the first electric machine 6 may be calculated in accordance with the transmission ratio of the first electric machine 6 to the wheel end with reference to the required torque of the wheel end set in the torque MAP in the in-vehicle controller or the engine control unit.
Embodiment two: ECVT1 mode
When the functional state of the first motor 6 is normal and the torque performance is satisfied, the remaining capacity is greater than or equal to the first threshold value, or the remaining capacity is greater than or equal to the second threshold value and is smaller than the first threshold value, and the first motor 6 does not satisfy the required torque, but satisfies the distributed torque of the required torque, the first motor 6 is coupled with the engine 1 to drive the vehicle to start.
In one embodiment, referring to fig. 5, when the clutch 3 is engaged, the first synchronizer 44 is engaged, and the second synchronizer 45 is opened, the engine 1 is operated, and the power for driving the wheels is supplied from the first motor 6 and the engine 1. The output power of the engine 1 is transmitted to the differential 5 through the torsional damper 12, the clutch 3, the carrier 41, the planetary gears 43, the planetary ring gear 46, the first synchronizer 44, the first gear 47, the second gear 48, the second gear shaft 49, the third gear 410, and the seventh gear 416. The output power of the first electric machine 6 is transmitted through the EV1 mode on the same route. The ECVT1 mode realizes that the first motor 6 is coupled with the engine 1 to drive wheels to start.
Embodiment III: ECVT2 mode
In one embodiment, referring to fig. 6, when the clutch 3 is engaged, the first synchronizer 44 is engaged, and the second synchronizer 45 is opened, the engine 1 is operated, and the power for driving the wheels is supplied from the first motor 6 and the engine 1. The engine 1 can drive the second electric machine 7 to charge the accumulator, i.e. the second electric machine 7 functions to generate electricity.
For example, in the ECVT2 mode, with reference to the torque set in the vehicle torque MAP, the output torques of the engine 1 and the first motor 6 are coupled and output to the wheel end in proportion, so as to drive the wheels to rotate, so that the vehicle can start and run normally. Specifically, it is divided into two starting phases. In the first starting stage, the engine 1 is directly connected with the second motor 7 due to lower residual electric quantity, and the second motor 7 is driven to generate power in the mode of highest efficiency. The second motor 7 is driven by the generated electric energy until the vehicle speed reaches the critical vehicle speed, and the condition that the first synchronizer 44 is engaged in the 1 st gear is provided. In the second starting stage, after the first synchronizer 44 is engaged in the 1 st gear, the engine 1 and the first motor 6 drive the vehicle at the same time and operate in a power splitting mode, and meanwhile, the engine 1 drives the second motor 7 to generate electricity so as to supply electric energy, so that further acceleration of the vehicle is realized.
Embodiment four: EV2 mode
When the functional state of the first motor 6 is faulty or the torque performance is insufficient, the first motor 6 is disabled, and when the functional state of the second motor 7 is normal and the torque performance is satisfied, the remaining capacity is greater than or equal to a first threshold value, and the second motor 7 satisfies the required torque, the second motor 7 drives the vehicle to start.
In one embodiment, referring to fig. 7, when the clutch 3 is opened, the first synchronizer 44 is engaged, and the second synchronizer 45 is engaged, the engine 1 is not operated, and the power for driving the wheels is supplied from the second electric machine 7. The output power of the second electric motor 7 is transmitted to the sun gear 42 through the planetary gear shaft 411, and is transmitted to the differential 5 through the sun gear 42, the planetary gear 43, the planetary ring gear 46, the first synchronizer 44, the first gear 47, the second gear 48, the second gear shaft 49, the third gear 410, and the seventh gear 416, thereby driving the wheel start through the output shaft 8. Among them, the first gear 47, the second gear 48, the second gear shaft 49, and the third gear 410 are provided in order to satisfy the need for speed ratio conversion.
Fifth embodiment: ECVT3 mode
When the functional state of the first motor 6 is faulty or the torque performance is insufficient, the first motor 6 is disabled, and when the functional state of the second motor 7 is normal and the torque performance is satisfied, the remaining capacity is greater than or equal to the first threshold value or the remaining capacity is greater than or equal to the second threshold value and less than the first threshold value, and the second motor 7 does not satisfy the required torque, but satisfies the distributed torque of the required torque, the second motor 7 is coupled with the engine 1 to drive the vehicle to start.
In one embodiment, referring to fig. 8, when the clutch 3 is engaged, the first synchronizer 44 is engaged, and the second synchronizer 45 is engaged, the engine 1 is operated, and the power for driving the wheels is supplied from the second electric machine 7 and the engine 1.
Illustratively, when the first motor 6 is in a condition where power cannot be output, the engine 1 is in a start-up state, and the second motor 7 controls the rotational speed to within ±150rpm of the idle rotational speed range of the engine 1, for example, the idle rotational speed is 700 to 800rpm. When the rotation speed difference is within + -150 rpm, a torque request is sent to the engine 1 and the second motor 7 by the in-vehicle controller, so that the torque of both the engine 1 and the second motor 7 is reduced to 0. The second synchronizer 45 controls the planetary gear shaft 411 to synchronize with the rotation speed of the planetary gear ring 46, and the engine 1 synchronizes with the output rotation speed of the second electric motor 7. According to the demand torque of the wheel end at the starting time, the demand torque is converted into the torque of the engine 1 and the second motor 7, and the demand torque is distributed to enable the output torque to reach the demand torque.
Specifically, referring to fig. 10, the second synchronizer 45 lock control is analyzed. It will be appreciated that fig. 10 is a schematic diagram, and does not represent the connection relationship and specific structure of each component, and the specific transmission relationship is determined according to the embodiment of the present application. For example, the second motor 7 is connected to the planetary gear shaft 411. From the planetary gear transmission dynamics, the calculation relationship between the rotational speeds and torques of the planetary ring gear 46, the planetary carrier 41 and the sun gear 42 when the planetary gear 43 is transmitted can be calculated, and the following calculation formula can be obtained:
T Sout ：T Rout ：T PCout ＝1：K：-(1+K)；
w S +K*w R -(1+K)*w PC ＝0；
w PC ＝w PC0 +α PC *dt：
w R ＝w R0 +α R *dt；
w S ＝w S0 +α S *dt；
where S is the sun gear 42, R is the planet gear ring 46, PC is the planet carrier 41, K is the gear ratio of the planet gear ring 46 to the sun gear 42, T Sout 、T Rout And T PCout Torque is output for the sun gear 42, the planetary ring gear 46 and the planetary carrier 41, w PC 、w R And w S The rotation speed w of the sun gear 42, the planetary gear 46 and the planetary gear carrier 41 PC0 、W R0 And w S0 Initial rotational speeds, α, for sun gear 42, planetary ring gear 46 and planetary carrier 41 PC 、α R And alpha S J is the rotation angle of the sun gear 42, the planetary gear 46 and the planetary gear carrier 41 PC 、J R And J S Inertia is that of the sun gear 42, the ring gear 46, and the carrier 41.
Before the first synchronizer 44 is combined, the second synchronizer 45 synchronizes the planetary gear ring 46 and the sun gear 42 at different rotation speeds, and at the moment of synchronization, a first rotation speed and a second rotation speed are calculated reversely according to the vehicle speed, wherein the first rotation speed is the synchronous combined rotation speed of the planetary gear ring 46 and the planetary gear shaft 411, and the second rotation speed is the synchronous combined rotation speed of the planetary gear ring 46 and the wheel end, so that the difference between the first rotation speed and the second rotation speed and the rotation speed of the planetary gear shaft 411 is within a synchronous rotation speed range. Specifically, in the process of calculating the synchronous rotation speed range, the rotation speed of the end of the second synchronizer 45 connected with the planetary gear ring 46 is the product of the speed ratio from the left side of the second synchronizer 45 to the output shaft 8 and the vehicle speed, the rotation speed difference of the first synchronizer 44 is the difference between the rotation speed of the engine 1 and the rotation speed of the end of the second synchronizer 45 connected with the planetary gear ring 46, and the rotation speed difference of the second synchronizer 45 is 0. It will be appreciated that the rotational speed difference of the second synchronizer 45 is 0 as the best condition, and the synchronous rotational speed range is obtained by comprehensively considering the limitation of the maximum slip linear speed requirement of the synchronizer, and is a designed boundary value, and is usually obtained by evaluating and testing the performance of materials by suppliers and manufacturers.
Embodiment six: engine drive mode
When the functional states of the first motor 6 and the second motor 7 are faults or the torque performance is insufficient, the first motor 6 and the second motor 7 are disabled, and the vehicle is driven to start by the engine 1.
In one embodiment, referring to fig. 9, when both the first motor 6 and the second motor 7 fail or torque performance is insufficient, the clutch 3 is engaged and the first synchronizer 44 is engaged, the engine 1 is operated, and power for driving wheels is supplied from the engine 1.
In one embodiment, when the functional status of the first motor 6 and the second motor 7 are both faulty or insufficient in torque performance, the first motor 6 and the second motor 7 are disabled and a prompt for repairing the vehicle is issued. A prompt may be issued by the onboard controller, which may be a display, an alarm, or a combination of both, for example, the display may be highlighted or a flashing display, in combination with the alarm to draw the driver's attention.
The embodiment of the application provides an improvement thought for the performance optimization aspect of the hybrid power gearbox, and is combined with a synchronizer control theory method, a multi-mode and concurrent starting control scheme is provided, and a vehicle starting function module and a starting control strategy are perfected. The hybrid power distribution system is especially a traditional electronic control continuously variable transmission, the end speed of the engine 1 to the wheel is smaller than that of a traditional fuel vehicle, and after the clutch 3 module is added, the hybrid power distribution system can be coupled with a motor to carry out power output, so that the system is more reliable in function and partial working condition use.
In a third aspect of the embodiments of the present application, there is provided a vehicle-mounted controller comprising one or more processing modules configured to execute computer instructions stored in a storage module to perform any one of the control methods described above.
In one embodiment, embodiments of the present application provide a computer system comprising: a programmable circuit; and software encoded on at least one computer readable medium for programming the programmable circuit to implement a launch control method for any one of the vehicles described above. The vehicle-mounted controller is provided with the computer system. The vehicle-mounted controller may be an electronic control unit, for example.
In one embodiment, the present application provides a computer-readable medium having thereon computer-readable instructions that, when executed by a computer, cause the computer to perform all the steps of any one of the above-described launch control methods. The computer readable medium may be one or more. The above-described in-vehicle controller is configured with the computer-readable medium.
In a fourth aspect of the embodiments of the present application, a hybrid vehicle is provided, including the above-described in-vehicle controller; and/or any of the dispensing systems described above.
The hybrid vehicle of the embodiment of the application may be an HEV or a PHEV.
The application creatively provides the hybrid power distribution system, the vehicle starting control method based on the distribution system, the vehicle-mounted controller and the hybrid power vehicle, and the computer instructions of the vehicle starting control method stored by the vehicle-mounted controller are utilized to execute the calculation of the required torque of the wheel end, the acquisition of the residual electric quantity of the storage battery and the judgment of the functional state and the torque performance of the motor so as to select the starting mode of the vehicle, and the starting of the vehicle is realized through the hybrid power distribution system. The embodiment of the application perfects the starting mode of the hybrid electric vehicle and improves the use safety and reliability of the system.
The above description is only of the preferred embodiments of the present application and is not intended to limit the present application, but various modifications and changes will become apparent to those skilled in the art. All such modifications, equivalents, alternatives, and improvements are intended to be within the spirit and principles of this application.

Claims (7)

1. A start control method of a hybrid vehicle, comprising:
calculating the required torque of the wheel end;
obtaining the residual electric quantity of a storage battery;
judging the functional state of a first motor, and judging the torque performance of the first motor based on the required torque;
selecting a starting mode of the vehicle according to the residual electric quantity, the functional state and the torque performance of the first motor;
when the functional state of the first motor is normal and the torque performance is satisfied, the starting mode of the vehicle comprises:
when the residual electric quantity is larger than or equal to a first threshold value, and the first motor meets the required torque, the first motor drives the vehicle to start;
when the residual electric quantity is larger than or equal to the first threshold value or the residual electric quantity is larger than or equal to the second threshold value and smaller than the first threshold value, the first motor does not meet the required torque but meets the distributed torque, and the first motor is coupled with an engine to drive the vehicle to start; the engine drives a second motor to generate electricity;
when the functional state of the first motor is faulty or the torque performance is insufficient, the first motor is disabled, and the starting control method further comprises:
judging the functional state of the second motor, and judging the torque performance of the second motor based on the required torque;
and selecting a starting mode of the vehicle according to the residual electric quantity, the functional state and the torque performance of the second motor.
2. The start control method according to claim 1, characterized in that the second motor is normal in functional state and satisfies torque performance, and the start mode of the vehicle includes:
when the residual electric quantity is larger than or equal to a first threshold value, and the second motor meets the required torque, the second motor drives the vehicle to start;
and when the residual electric quantity is larger than or equal to the first threshold value or the residual electric quantity is larger than or equal to the second threshold value and smaller than the first threshold value, the second motor does not meet the required torque but meets the distributed torque, and the second motor is coupled with an engine to drive the vehicle to start.
3. The start control method according to claim 1, characterized in that when a functional state of the second motor fails or torque performance is insufficient, the second motor is disabled, the start control method further comprising:
the engine drives the vehicle to start; or alternatively, the first and second heat exchangers may be,
and sending a prompt for maintaining the vehicle.
4. A vehicle-mounted controller comprising one or more processing modules configured to execute computer instructions stored in a memory module to perform the control method of any one of claims 1-3.
5. A hybrid powertrain system for executing computer instructions issued by the onboard controller of claim 4, the powertrain system comprising:
an engine;
a clutch for engaging or disengaging power of the engine;
the engine is connected with the transmission device through the clutch;
the differential mechanism is connected with the transmission device;
the first motor can be in power connection with the differential mechanism so as to drive the vehicle to walk;
the second motor can be in power connection with the differential through the transmission device so as to drive the vehicle to walk; the engine can drive the second motor to generate electricity through the transmission device.
6. The dispensing system of claim 5, wherein the transmission comprises:
the planetary gear is connected with the clutch;
the sun gear is connected with the planetary gear and the second motor;
a planetary gear ring;
a first synchronizer connected with the planetary gear ring and the differential mechanism and used for engaging or disengaging the power transmitted by the planetary gear ring;
and a second synchronizer connected with the planetary gear ring and the second motor for engaging or disengaging the power connection of the second motor and the planetary gear ring.
7. A hybrid vehicle characterized by comprising: the in-vehicle controller of claim 4; and/or the dispensing system of claim 5 or 6.
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