CN1238213C - Power output changing-over method and control system for power assembly of mixed powder car - Google Patents

Abstract

The present invention relates to a power output switching method and a control system of a power assembly of a mixed powder car, which belongs to the field of a control technology of a power assembly of a mixed powder car. The power output switching method and the control system can carry out the power output switch of the power assembly of the mixed powder car and the energy management of the system, and judges according to a state conversion boundary value and a data collection result. The power assembly respectively switches to recovering and braking energy, an accumulator is charged by an engine, and states of electric drive, mixed drive, engine drive and the like are processed in phase. The control system comprises a main chip, a switch quantity regulating circuit, an analogue quantity regulating circuit, a pulse signal regulating circuit, a CAN bus interface, a DA converting circuit, a driving and isolating circuit and the like, wherein the circuits are respectively connected with the main chip. Output torque of a power source can be quickly and smoothly switched in large scale; compared with the common engine power, the method and the control system have an energy recovering function, the energy utilization efficiency is increased, and finally, the fuel economy of the whole car is increased.

Description

Power output switching method and control system of hybrid car powertrain

technical field

The invention belongs to the technical field of hybrid car power assembly control, and in particular relates to a power output switching method of a hybrid electric car power assembly and a multi-energy power assembly control system.

Background technique

With its advantages of low energy consumption and low emission, the hybrid car has become a hot spot in the research of future automobile technology. The research on the powertrain control system of hybrid electric vehicles is still in its infancy in China, and there is still no mature technology. The multi-energy control system of a hybrid car is a relatively complex system, which needs to coordinate the relationship between the engine as the power source and the battery motor system, and also communicate with the AMT (electronically controlled mechanical transmission) control system to provide The signals required for gear shift control and the combination and disengagement of the control gearbox clutch, and numerous sensor signals also increase the complexity of the multi-energy control system. In addition, there are more than 300 volts of strong power systems on hybrid vehicles, and the multi-energy control system must be able to cut off the supply of strong power when the system fails to ensure the safety of all parts of the car. The power transmission system of the existing hybrid car generally adopts a planetary transmission mechanism and a motor to form a continuously variable speed or adopts a CVT (continuously variable transmission), and its cost is relatively high. Adopting the transmission mechanism of MT (manual transmission) type cannot realize automatic gear shifting, which increases the labor intensity of the driver.

Contents of the invention

In order to realize the optimal power output switching of the hybrid car power system and reduce the cost. To reduce car emissions and reduce fuel consumption, the invention provides a power output switching method for a hybrid car powertrain, which is characterized in that the method includes the following steps:

1) Use the powertrain control system to collect accelerator pedal switch and opening, brake pedal switch and opening, engine speed, motor speed, vehicle speed, battery SOC (State of Charge), voltage and current, and hybrid Fault information of each control unit in the power car system;

2) Judging whether there is a fault according to the above fault information, if there is a fault, proceed as follows: set the motor throttle = 0%, set the engine throttle = 0%, close the ISG (integrated starter and generator), send a power-off request to the power distribution system and Display fault information;

3) If the gear shift request of the AMT is collected, the powertrain control system reduces the throttle opening of the engine to make the gear shift smooth and sends a speed control command to the motor to make the AMT input shaft and output shaft achieve speed synchronization;

4) The powertrain control system calculates the driver's torque demand according to the vehicle speed and the opening of the accelerator pedal;

5) Determine the state transition value, that is, calculate the maximum torque value of the engine according to the linear interpolation of the external characteristics of the engine, calculate the minimum torque value of the engine off according to the linear interpolation of the torque characteristic of the engine 20% throttle, and use the motor speed under the rated power of the motor alone as minimum speed value;

6) According to the state transition value, the upper and lower limit values of the battery SOC and the collected brake pedal switch state, the following judgments are made,

If the brake pedal switch is turned on, the powertrain control system will recover braking energy; if the brake pedal switch is not turned on, and the current battery SOC value is less than the SOC lower limit value, the engine will charge the battery until the battery SOC value greater than the SOC upper limit; if the current battery SOC value is greater than the SOC lower limit, then

Judging whether the charging process is over, if not, then judging whether the driver's torque demand is greater than the maximum torque value of the engine, if the torque demand is greater than the maximum torque value of the engine, perform hybrid driving, otherwise execute the engine to charge the battery;

If the charging process ends, then

If the driver's torque demand is less than the minimum torque value of the engine off or the vehicle speed is less than the minimum vehicle speed value of the engine off, the powertrain control system performs electric drive; otherwise

If the driver's torque demand is less than the maximum engine torque value but greater than the minimum torque demand value for engine shutdown and the vehicle speed is greater than the minimum vehicle speed value for engine shutdown, the powertrain control system performs engine drive;

If the driver's torque demand is greater than the maximum torque value of the engine, the powertrain control system performs hybrid driving;

Return to step 1) after completing the state judgment process.

3) Decrease the throttle opening of the engine to 8% in the shift process control method described in the step.

The range of the battery SOC lower limit is (40-50)%; the range of the battery SOC upper limit is (60-70)%.

The hybrid drive method described in step 6) is to allow the engine to work with 100% throttle, and the part where the torque demand exceeds the maximum torque value of the engine is provided by the electric motor.

The method for the engine to charge the storage battery is to increase the throttle opening of the engine by 15% on the basis of the throttle opening corresponding to the torque demand for power generation.

When recuperating braking energy, the electric motor's generative throttle is 20%.

The present invention also provides a hybrid car powertrain control system, characterized in that: the powertrain control system includes a main chip for storing control programs, an acquisition AMT control system connected to the input port of the main chip, a Electrical system, ignition switch, accelerator pedal, brake pedal switch signal switching value conditioning circuit, connected to the A/D port of the main chip to collect accelerator pedal, brake pedal, electronically controlled throttle, and simulation of battery management system analog signals Quantity conditioning circuit, a pulse signal conditioning circuit connected to the PAI (input pulse input capture or pulse accumulator) port of the main chip to collect the pulse signal of the engine, motor, and AMT control system, a power management circuit connected to the power port of the main chip, The clock circuit connected to the clock line of the main chip, the power drive connected to the PWM (pulse width modulation output) port of the main chip, the drive isolation circuit connected to the output port of the main chip, and the DA conversion connected to the SPI port of the main chip Circuit, serial communication conversion circuit and AMT (electronically controlled mechanical transmission) respectively connected to the SCI port of the main chip, CAN bus driver circuit connected to the CAN controller of the main chip, and BDM (background debugging) port of the main chip The connected debugging interface, and the anti-jamming circuit connected with the switching value conditioning circuit, the analog quantity conditioning circuit, and the pulse signal conditioning circuit.

The main chip adopts 16-bit single-chip microcomputer MC68HC12DG128A.

The power output switching method and the control system of the hybrid car power assembly provided by the invention can greatly reduce the emission of the hybrid car and reduce the fuel consumption of the car.

Description of drawings

Figure 1 is a schematic diagram of the powertrain system of a hybrid car.

Figure 2 is a block diagram of the powertrain control system.

Fig. 3 is a control strategy flow chart of the powertrain control system.

Figure 4 is a flow chart of data collection.

Figure 5 is a flow chart of fault handling.

Fig. 6 is a flow chart of shift process control.

Fig. 7 is a flow chart of recovering braking energy.

Fig. 8 is a flowchart of charging the battery by the engine.

Fig. 9 is a hybrid drive flow chart.

Fig. 10 is a flow chart of electric drive.

Fig. 11 is a flowchart of engine driving.

Detailed ways

The following detailed description will be given with reference to the accompanying drawings in conjunction with the embodiments, so as to have a deeper understanding of the purpose, features and advantages of the present invention.

The schematic diagram of the powertrain system of a hybrid car is shown in Figure 1, the ignition switch 1, the shift handle 2, the accelerator pedal 3, the brake pedal 4, the air conditioner 7, the power distribution system 19, and the AMT (electronically controlled mechanical transmission) control system 11. The battery management system 10, motor control system 9, engine control system 8, electronically controlled throttle 6, ISG13 and powertrain control system 5 have weak current connections. In addition, there is a weak electrical connection between the engine control system 8 and the engine 15; there is a strong electrical connection between the motor control system 9 and the motor/generator 17, the battery 12, and the power distribution system 19; the battery management system 10 and the battery 12 have a strong electrical connection connection; AMT control system 11 has a weak current connection with AMT18 and clutch 16; ISG13 has a strong current connection with battery 12; there is a mechanical connection between engine 15 and clutch 16; there is a mechanical connection between generator/motor 17 and AMT18; AMT18 and There is a mechanical connection between the wheels; the above connections constitute the hybrid powertrain system.

As shown in Figure 2, the model of the main chip is Motorola's 16-bit single-chip microcomputer MC68HC12DG128A, which has a high degree of integration and does not need any external expansion. It only needs to add signal conditioning circuits and output drive circuits on the basis of the main chip. Complete control system, which effectively reduces the number of components and connections, improves system reliability, reduces volume, and facilitates installation. The isolated drive circuit adopts an integrated low-end drive circuit with self-diagnosis function and high reliability. The switch signals from the motor control system, AMT control system, power distribution system, accelerator pedal, brake pedal, and ignition switch are connected to the I/O port of the main chip 41 through the switch value conditioning circuit 37, and the switch value conditioning circuit 37 adopts a belt The RC filter circuit of the pull can accept different types of digital input forms, and has the function of limiting the highest voltage, which has better flexibility and safety. Analog signals from the accelerator pedal, brake pedal, electronically controlled throttle, and battery management system are connected to the A/D port of the main chip 41 through the analog conditioning circuit 36, and the analog conditioning circuit 36 uses an RC filter circuit with a voltage limiting function , has good anti-interference and safety. The pulse signal from engine control system, motor control system, AMT control system is connected with PAI (input pulse input capture or pulse accumulator) of main chip 41 through pulse signal conditioning circuit 35, and pulse signal conditioning circuit 35 adopts the photoelectric isolation mode, anti- Good interference performance. The debugging interface 38 is connected with the BDM (background debugging) port of the main chip 41, the power management circuit 39 is connected with the power port of the main chip 41, the CAN bus driver circuit 40 of the 82C250 chip is connected with the CAN controller of the main chip 41, and the MAX232 is adopted The serial communication conversion circuit 43 of the chip is connected with an SCI port of the main chip 41, the serial communication conversion circuit 43 can be connected with a PC for calibration, and can perform state monitoring and parameter calibration, and another SCI port of the main chip 41 is used for It is connected with the AMT, and the clock circuit 44 is connected with the clock line of the main chip 41 . The DA conversion circuit 46 of the MAX5250 chip is connected to the SPI port of the main chip 41, and the drive isolation circuit 47 of the Smart MOS intelligent power device MC33385 with self-protection function and high integration is adopted to connect to the output port of the main chip 41 of MOTOROLA. The power driver 48 of the Smart MOS H-bridge intelligent power device MC33186 with self-protection function and high integration is connected to the PWM (pulse width modulation output) port of the main chip 41. The power driver circuit adopts an integrated H-bridge driver chip, which has reliable performance and is resistant to Interference performance is good, and has a diagnostic interface. The anti-jamming circuit 49 is connected with the switching value conditioning circuit 37 , the analog quantity conditioning circuit 36 and the pulse signal conditioning circuit 35 .

As shown in FIG. 3 , the main chip 41 collects and transforms the signal after receiving the state quantity input signal of the powertrain system (step 60 ). The state quantities of the powertrain system include accelerator pedal opening, accelerator pedal switch, brake pedal opening, brake pedal switch, engine speed, motor speed, vehicle speed, battery SOC, battery voltage, battery current and system Fault information of each control unit, etc.

The data collection and conversion process is shown in Figure 4, the accelerator pedal switch signal is collected sequentially through the switching value conditioning circuit 37 (step 101), the accelerator pedal opening degree signal is collected through the analog quantity conditioning circuit 36 (step 102), and the accelerator pedal opening signal is collected through the switching value conditioning circuit 37 (step 102). 37 gather brake pedal switch signal (step 103), gather brake pedal opening signal (step 104) by analog quantity conditioning circuit 36, gather throttle opening signal (step 105) by analog quantity conditioning circuit 36, pass pulse signal The conditioning circuit 35 collects the vehicle speed signal, collects the engine speed signal through the pulse signal conditioning circuit 35, collects the motor speed signal through the pulse signal conditioning circuit 35 (step 106), and collects the battery voltage signal, the battery current signal and the battery SOC through the analog quantity conditioning circuit 36 Signal (step 107), gathers the fault signal (step 108) of motor control system, accumulator management system, AMT control system, power distribution system by switching quantity conditioning circuit 37, for making data collection reliable, above data cycle collection 10ms (step 109 ), return to the main process (step 110).

According to the collected signal after processing, at first judge whether the components in the system have faults (step 61), if the system breaks down (step 61), then turn to the fault processing program (step 62). Troubleshooting process as shown in Figure 5, by DA conversion circuit 46 successively to motor control system 9 sending signal setting motor throttle is 0% (step 151), by power driving 48 setting engine 15 throttle is 0% (step 152), through The isolation drive circuit 47 sends a signal to the ISG (start-generator-body machine) 13 to close the ISG 13 (step 153), and sends a power-off request to the power distribution system 19 through the isolation drive circuit 47 (step 154).

If system does not have fault (step 61), program then judges whether AMT18 has shift request (step 63), if AMT18 has shift request (step 63), then main chip 41 carries out shift process control (step 64). As shown in Figure 6, the shifting process control flow is as shown in Figure 6. The powertrain control system 5 collects the signal of the AMT control system 11 through the SCI serial communication interface 143, collects the engine throttle opening controlled by the AMT, and the motor speed synchronization signal (step 201 ), send a switching signal to the motor control system 9 through the isolation drive circuit 47 so that the motor 17 executes the speed control command to make the AMT input shaft and output shaft reach speed synchronization (step 202), and the powertrain control system 5 collects the AMT control according to Decrease the accelerator opening of the engine 8 to make the gear shift smooth and without impact (step 203). Then judge whether AMT18 has canceled shift request (step 204), if AMT18 does not cancel shift request (step 204), then continue step 201, step 202, step 203, if AMT18 cancel shift request (step 204), then return Main process (step 205). If AMT18 does not have a shift request (step 63), then the main chip 41 calculates the torque demand (step 65) according to the accelerator pedal opening and the vehicle speed signal through collecting, and the main chip 41 then calculates the state conversion boundary value (step 66), the state The conversion cut-off values include: minimum vehicle speed value with engine off, minimum torque value with engine off and maximum engine torque value. The powertrain control system uses the state transition boundary value, accelerator pedal opening, vehicle speed, brake pedal switch, and battery SOC value as the basis for controlling the state switching of the multi-energy powertrain. The main chip 41 judges the brake pedal switch signal (step 67) after calculating the state transition boundary value. If the brake pedal is depressed (step 67), the main chip 41 performs braking energy recovery (step 68).

Recover braking energy flow process as shown in Figure 7, at first set engine 15 throttle openings to be 0% (step 301) by power drive 48, send signal to engine control system 8 by isolation drive circuit 47 and make engine 15 cut off oil (step 302 ), then judge whether the speed of a vehicle is greater than 5km/h (step 303), if the speed of a vehicle is greater than 5km/h (step 303), send a signal to motor control system 9 by DA conversion circuit 46 and set the motor throttle as 20%, and drive through isolation Circuit 47 sends signal to motor control system 9 and puts motor 17 in the power generation state (step 305), if the vehicle speed is less than 5km/h (step 303), sends signal to motor control system 9 by DA conversion circuit 46 and puts motor throttle as 0% , and send signal to motor control system 9 by isolation drive circuit 47 and set motor 17 as idling state (step 304), then return to data acquisition (step 306); if brake pedal is not stepped on (step 67), main chip 41 Continue to judge whether the storage battery SOC is less than the lower limit value of SOC (step 69), if the battery SOC value gathered by the analog quantity conditioning circuit 36 is less than the lower limit value of SOC (step 69), then main chip 41 executes motor 15 to accumulator 12 Charging (step 70).

Engine 15 charges battery 12 flow process as shown in Figure 8, at first judge whether engine 15 has started (step 401), if engine 15 does not start (step 401), then main chip 41 sends signal to ISG13 by power drive 48 to start engine 15 (step 402), if the engine 15 has started (step 401), then the main chip 41 sends the combined clutch command to the AMT control system 11 through the power drive 48 to combine the clutch (step 403), and then set the engine throttle to open the accelerator pedal Increase 10% (step 404) on the basis of speed, then the main chip 41 sends a signal to the motor controller 9 through the DA conversion circuit 46 to set the motor throttle to 10%, and the juxtaposed motor 17 is in the power generation state (step 405), and finally the charging Flag puts 1 (step 406), and program then judges whether accumulator SOC is greater than the upper limit of SOC (step 407), if accumulator SOC is greater than the upper limit of SOC (step 407), then program clears charging sign (step 408), Exit engine 15 and return to data collection (step 409) to storage battery 12 charging process, if storage battery SOC is less than the upper limit value (step 407) of SOC, then exit engine 15 to storage battery 12 charging process (step 409), return to data collection (step 409) again Step 60). If the battery SOC is greater than the lower limit of SOC (step 69), the program judges whether the charging sign is effective to judge whether the charging process ends (step 71), if the charging process does not end (step 71), then the program judges whether the driver's torque demand is Greater than the maximum engine torque value, that is, the program judges whether the driver's torque demand is in the hybrid driving area (step 72), as the driver's torque demand is less than the engine maximum torque value, then the driver's torque demand is not in the hybrid driving area (step 72), Then need to continue charging storage battery 12, turn to engine 15 to storage battery 12 charging procedures (step 70), if the driver's torque demand is greater than engine maximum torque value, then the driver's torque demand is in the mixed drive area (step 72), then program Turn to hybrid drive processing (step 77).

Hybrid drive process as shown in Figure 9, first judge whether engine 15 has started (step 501), if engine 15 does not start (step 501), then main chip 41 starts ISG13 to start engine 15 (step 502) by power drive 48, If the engine 15 has started (step 501), then the main chip 41 sends an engagement clutch command to the AMT control system 11 through the power driver 48 to engage the clutch (step 503), and then the program sends a signal to the engine control system 8 through the power driver 48 to set the engine 15 throttle is 100% (step 504), then calculate the motor throttle, juxtapose the motor 17 as the driving state (step 505), exit and return to data collection after completing the hybrid drive control (step 506). If the charging process ends (step 71), the program then judges whether the driver's torque demand is less than the minimum torque demand value and the vehicle speed is less than the minimum vehicle speed value for engine shutdown, that is, judges whether the driver's torque demand is in the electric drive region (step 73 ), if the torque demand is in the electric drive region (step 73), the program goes to the electric drive process (step 76).

The electric drive process is shown in Figure 10. The electric drive first sends a signal to the engine control system 8 through the isolation drive circuit 47 to cut off the fuel of the engine 15 (step 601), and then sends an engagement clutch command to the AMT control system 11 through the power drive 48 to engage the clutch (step 602), and then calculates the Throttle opening (step 603), and send a signal to the motor control system 9 through the isolation drive circuit 47 to set the motor 17 in the driving state (step 604), then exit the electric driving state and return to data collection (step 506). If the driver's torque demand is not in the electric driving region, that is, the driver's torque demand is greater than the minimum torque demand value of the engine off or the vehicle speed is greater than the minimum vehicle speed value of the engine off (step 73), the program continues to judge whether the driver's torque demand is in the engine drive Area, that is, whether the driver's torque demand is less than the engine maximum torque value (step 75), if the driver's torque demand is not in the engine driving area, that is, the driver's torque demand is greater than the engine maximum torque value (step 75), then perform hybrid driving Process (step 77), then return to data acquisition (step 60). If the driver's torque demand is in the engine driving region, that is, the driver's torque demand is less than the maximum engine torque value (step 75), then execute the engine driving process (step 76).

Engine drive processing program as shown in Figure 11, at first judge whether engine 15 has started (step 801), if engine 15 does not start (step 801), then main chip 41 starts ISG13 by power driver 48 to start engine 15 (step 802) , if the engine 15 has started (step 801), then the main chip 41 sends a signal to the motor controller 9 through the power drive 48, so that the motor 17 is in an idle state (step 803), and then the main chip 41 sends a signal to the AMT control system through the power drive 48 11. Send the combined clutch command to combine the clutch (step 804), then the program calculates the throttle opening of the engine, and sends a signal to the engine control system 8 through the power drive 48 to set the engine 15 throttle, then exits the engine drive and returns to the data collection (step 806 ).

Claims (8)

1. the takeoff output changing method of hybrid power car dynamic assembly is characterized in that this method comprises the steps:

1) utilize power assembly control system to gather acceleration pedal switch and aperture, brake pedal switch and aperture, engine speed, motor speed, the speed of a motor vehicle, the SOC of storage battery, voltage and current, and the failure message of each control unit in the hybrid power car system;

2) judged whether fault according to above-mentioned failure message, carried out following processing if any fault: put motor throttle=0%, put engine throttle=0%, close ISG, send power down request and show failure message to switching arrangement;

3) as collecting the gearshift request of AMT, power assembly control system reduces the accelerator open degree of driving engine, makes gear shift make AMT input shaft and output shaft reach synchronization gently and to motor transmission rotating speed control command;

4) power assembly control system calculates the torque demand of chaufeur according to the speed of a motor vehicle and acceleration pedal aperture;

5) determine the state exchange value, promptly according to the total external characteristics linear interpolation calculation engine maximum torque of driving engine, the minimal torque value of closing according to the torque characteristics linear interpolation calculation engine of driving engine 20% throttle, and with the speed of a motor vehicle under the motor rated power independent drive as minimum vehicle speed value;

6) make the following judgment according to the upper lower limit value of described state exchange value, storage battery SOC and the brake pedal on off state that collects,

If the brake pedal switch connection, power assembly control system reclaims braking energy; If brake pedal switch access failure, and current storage battery SOC value is then carried out driving engine to battery charge less than the SOC lower limit, up to storage battery SOC value greater than the SOC higher limit; If current storage battery SOC value is greater than the lower limit of SOC, then

Judge whether process of charging finishes, if do not finish, whether the torque demand of then judging chaufeur is greater than the maximum engine torque value, and torque demand then carries out combination drive greater than the maximum engine torque value as described, otherwise carries out driving engine to battery charge;

If process of charging finishes, so

If the torque demand of chaufeur is less than the minimal torque value of tail-off or the speed of a motor vehicle minimum vehicle speed value less than tail-off, then power assembly control system carries out motorized motions; Otherwise

If the torque demand of chaufeur is less than the maximum engine torque value but greater than the minimal torque requirements of tail-off and the speed of a motor vehicle minimum vehicle speed value greater than tail-off, then power assembly control system carries out engine drive;

If the torque demand of chaufeur is greater than the maximum engine torque value, then power assembly control system carries out combination drive;

Return step 1) after the completion status judgment processing.

2. method according to claim 1 is characterized in that: the accelerator open degree to 8% that the 3rd) reduces driving engine in the gearshift procedure control method described in the step.

3. method according to claim 1 is characterized in that: the scope of described storage battery SOC lower limit is (40～50) %; The scope of storage battery SOC higher limit is (60～70) %.

4. method according to claim 1 is characterized in that: the 6th) hybrid driving method described in the step is for allowing driving engine with 100% throttle work, and the part that torque demand exceeds the maximum engine torque value is provided by motor.

5. method according to claim 1 is characterized in that: described driving engine is that engine throttle increases by 15% accelerator open degree and is used for generating on the basis of the cooresponding accelerator open degree of torque demand to the method for battery charge.

6. method according to claim 1 is characterized in that: when reclaiming braking energy, the generating throttle of motor is 20%.

7. realize the hybrid power car power assembly control system of the described method of claim 1, it is characterized in that: this power assembly control system comprises the master chip (41) of storage control program, gather the AMT control system with the input port bonded assembly of described master chip, switching arrangement, ignition lock, acceleration pedal, the switching value modulate circuit (37) of brake pedal on-off signal, gather acceleration pedal with the A/D mouth bonded assembly of master chip, brake pedal, electronically controlled throttle valve, the analog quantity modulate circuit (36) of battery management system analog signal, gather driving engine with the PAI mouth bonded assembly of master chip, motor, the impulse singla modulate circuit (35) of AMT control system impulse singla, power port bonded assembly electric power management circuit (39) with master chip, clock line bonded assembly clock circuit (44) with master chip, PWM mouth bonded assembly power drive (48) with master chip, drive buffer circuit (47) with the delivery port bonded assembly of master chip, SPI mouth bonded assembly DA change-over circuit (46) with master chip, SCI mouth difference bonded assembly serial communication change-over circuit (43) and AMT with master chip, CAN controller bonded assembly CAN bus driving circuits (40) with master chip, with the BDM mouth bonded assembly debugging interface (38) of master chip, and with described switching value modulate circuit (37), analog quantity modulate circuit (36), impulse singla modulate circuit (35) bonded assembly antijamming blackout (49).

8. power assembly control system according to claim 7 is characterized in that: described master chip adopts 16 micro controller system MC68HC12DG128A.

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