WO2018177360A1

WO2018177360A1 - Vehicle control method and power system for hybrid electric vehicle

Info

Publication number: WO2018177360A1
Application number: PCT/CN2018/081047
Authority: WO
Inventors: 王春生; 李玲凯; 李凯琦; 罗永官
Original assignee: 比亚迪股份有限公司
Priority date: 2017-03-31
Filing date: 2018-03-29
Publication date: 2018-10-04
Also published as: CN108674406A; CN108674406B

Abstract

A vehicle control method for a hybrid electric vehicle, comprising: after a body control module (BCM) detects a starting signal of the hybrid electric vehicle, sending starting request information to a vehicle control unit (VCU), a motor control module (MCU) and an engine control module (ECM) separately; when one of the BCM, the MCU and the ECM is provided with a backup module, if the backup module does not receive feedback information generated by the VCU based on the starting request information within a preset time, sending a self-inspection command to a transmission control module (TCU), a battery management module (BMS) and a secondary motor controller separately; and when the backup module determines that the hybrid electric vehicle meets a starting condition according to the received self-inspection result information fed back by the TCU, the BMS and the secondary motor controller and detects that the ECM and the MCU successfully match codes, sending a starting instruction to control startup of the hybrid electric vehicle. Also involved is a power system of a hybrid electric vehicle. The vehicle control method can still make the vehicle drive when the VCU fails, and controls the hybrid electric vehicle to limp to a target location safely, ensuring the vehicle safety.

Description

Vehicle control method and power system for hybrid vehicles

This application claims priority to Chinese Patent Application No. 200910210971.2, entitled "Complete Vehicle Control Method and Power System for Hybrid Electric Vehicles", filed on March 31, 2017, the entire contents of which are incorporated by reference. In this application.

Technical field

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

Background technique

Typically, the vehicle controller in a hybrid vehicle is a core component of a hybrid vehicle control system. After collecting various signals and making corresponding judgments, each component controller is controlled to perform corresponding operations to realize control of the entire vehicle.

In the related art, in order to ensure the safety of the whole vehicle, when the vehicle controller fails, the vehicle is powered off by turning off the generator and cutting off the busbar high voltage system, so that the vehicle cannot be driven. However, the above method makes the vehicle only stop in the place to wait for rescue when the vehicle controller fails, and the safety is low.

Summary of the invention

The object of the present invention is to solve at least one of the technical problems in the related art to some extent.

To this end, the first object of the present invention is to provide a vehicle control method for a hybrid vehicle, which is a BCM (Body Control Module) when the VCU (Vehicle Control Unit) fails. One of the MCU (Motor Control Unit) and the ECM (Engine Control Module) is provided with a backup module. The backup module integrates each module by enabling the vehicle control auxiliary function to enable the hybrid vehicle. Driving, controlling the hybrid vehicle to safely travel to the target location, ensuring the safety of the vehicle.

A second object of the present invention is to provide a computer readable storage medium.

A third object of the present invention is to provide a power system for a hybrid vehicle.

In order to achieve the above objective, the first aspect of the present invention provides a vehicle control method for a hybrid vehicle, including: after the vehicle body control module BCM detects the start signal of the hybrid vehicle, respectively, to the vehicle controller VCU. The motor control module MCU and the engine control module ECM send start request information; when one of the BCM, the MCU, and the ECM is provided with a backup module, the backup module does not receive the VCU within a preset time. Sending a self-test command to the transmission control module TCU, the battery management module BMS, and the sub-motor controller respectively based on the feedback information generated by the activation request information; the backup module receiving the TCU, the BMS, and the sub-motor controller The self-test result information is fed back, and according to the self-check result information, it is determined that the hybrid vehicle meets the start condition, and when the detection is successful, the ECM and the MCU are successfully coded, and a start command is sent to control the start of the hybrid vehicle.

The vehicle control method for the hybrid vehicle according to the embodiment of the present invention transmits the start request information to the vehicle controller VCU, the motor control module MCU, and the engine control module ECM after detecting the start signal of the hybrid vehicle through the body control module BCM. Then, when one of the BCM, the MCU, and the ECM is provided with the backup module, the backup module does not receive the feedback information generated by the VCU based on the startup request information within the preset time to the transmission control module TCU and the battery management module BMS respectively. And the sub motor controller sends a self-test command, and receives the self-test result information fed back by the TCU, the BMS, and the sub-motor controller, and finally determines, according to the self-test result information, that the hybrid vehicle meets the start condition and the detection is successful when the ECM and the MCU are successfully coded. A start command is sent to control the start of the hybrid car. Therefore, when the VCU fails, the hybrid vehicle can still be driven to control the hybrid vehicle to safely travel to the target location, thereby ensuring the safety of the entire vehicle.

To achieve the above object, a second aspect of the present invention provides a computer readable storage medium having instructions stored therein, when the instructions are executed, the hybrid vehicle performs the first aspect embodiment Vehicle control method.

In order to achieve the above object, a third aspect of the present invention provides a power system of a hybrid vehicle, comprising: an engine that outputs power to a wheel of the hybrid vehicle through a clutch; a power motor, the power a motor for outputting a driving force to a wheel of the hybrid vehicle; a power battery for supplying power to the power motor; a DC-DC converter; a secondary motor connected to the engine, the secondary motor Connected to the power motor, the DC-DC converter and the power battery, respectively, when the sub-motor performs power generation under the driving of the engine to charge the power battery, supply power to the power motor, and give At least one of the DC-DC converter power supply; a body control module BCM, a vehicle controller VCU, a motor control module MCU, and an engine control module ECM, wherein the vehicle body control module BCM is configured to detect the hybrid vehicle After the start signal, sending start request information to the vehicle controller VCU, the motor control module MCU, and the engine control module ECM, respectively; the BCM When a backup module is disposed in one of the MCU and the ECM, the backup module is configured to determine whether the feedback information generated by the VCU based on the startup request information is received within a preset time, and is preset time. When the feedback information generated by the VCU based on the startup request information is not received, a self-test command is sent to the transmission control module TCU, the battery management module BMS, and the secondary motor controller respectively; the backup module is further configured to receive the TCU, And the self-test result information fed back by the BMS and the sub-motor controller, and determining, according to the self-test result information, that the hybrid vehicle meets the start condition, and detecting that the ECM and the MCU are successfully coded, sending a start command to control The hybrid vehicle is started.

The power system of the hybrid vehicle according to the embodiment of the present invention transmits the start request information to the vehicle controller VCU, the motor control module MCU, and the engine control module ECM after detecting the start signal of the hybrid vehicle through the body control module BCM, and then sends the start request information to the vehicle controller VCU, the motor control module MCU, and the engine control module ECM, respectively. When a backup module is set in one of the BCM, the MCU, and the ECM, the backup module does not receive the feedback information generated by the VCU based on the startup request information within a preset time to the transmission control module TCU, the battery management module BMS, and the vice The motor controller sends a self-test command, and receives the self-test result information fed back by the TCU, the BMS, and the sub-motor controller. Finally, according to the self-test result information, it is determined that the hybrid vehicle meets the start condition and the detection is informed that the ECM and the MCU are successfully transmitted. Instructions to control the start of the hybrid car. Therefore, when the VCU fails, the hybrid vehicle can still be driven to control the hybrid vehicle to safely travel to the target location, thereby ensuring the safety of the entire vehicle.

The additional aspects and advantages of the invention will be set forth in part in the description which follows.

DRAWINGS

The above and/or additional aspects and advantages of the present invention will become apparent and readily understood from

1 is a flow chart of a vehicle control method for a hybrid vehicle according to an embodiment of the present invention;

2 is a schematic diagram of vehicle controller control according to an embodiment of the present invention;

3 is a schematic diagram of a normal operation mode of a VCU according to an embodiment of the present invention;

4 is a schematic diagram of ECM control after VCU failure according to an embodiment of the present invention;

FIG. 5 is a schematic diagram of a VCU failure mode of operation according to an embodiment of the present invention; FIG.

6 is a flow chart of a vehicle control method of a hybrid vehicle according to another embodiment of the present invention;

7 is a schematic diagram of a driving mode in which a VCU fails and a BMS and a BSG are normal according to an embodiment of the present invention;

8 is a schematic diagram of a driving mode in which a VCU fails and a BMS and a sub motor controller are normal according to another embodiment of the present invention;

9 is a schematic diagram of a pure fuel driving mode when a VCU and a secondary motor controller fail in accordance with an embodiment of the present invention;

10 is a schematic diagram of a pure fuel driving mode when a VCU and a secondary motor controller fail in accordance with another embodiment of the present invention;

11 is a schematic diagram of a series mode in which a TCU fails and a secondary motor controller is normal according to another embodiment of the present invention;

12 is a schematic diagram of a normal mode of a TCU and a normal hybrid mode of a secondary motor controller according to another embodiment of the present invention;

Figure 13 is a block diagram showing the power system of a hybrid vehicle in accordance with one embodiment of the present invention.

14 is a schematic structural view of a power system of a hybrid vehicle according to an embodiment of the present invention;

15 is a block schematic diagram of a power system of a hybrid vehicle in accordance with one embodiment of the present invention;

Figure 16 is a schematic illustration of a transmission structure between an engine and a corresponding wheel in accordance with one embodiment of the present invention;

Figure 17 is a schematic illustration of a transmission structure between an engine and a corresponding wheel in accordance with another embodiment of the present invention;

18 is a schematic structural view of a power system of a hybrid vehicle according to another embodiment of the present invention.

detailed description

The embodiments of the present invention are described in detail below, and the examples of the embodiments are illustrated in the drawings, wherein the same or similar reference numerals are used to refer to the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the drawings are intended to be illustrative of the invention and are not to be construed as limiting.

A vehicle control method and a power system of a hybrid vehicle according to an embodiment of the present invention will be described below with reference to the drawings.

1 is a flow chart of a vehicle control method for a hybrid vehicle in accordance with one embodiment of the present invention.

Typically, the vehicle controller in a hybrid vehicle is a core component of a hybrid vehicle control system. In order to better understand the specific control process of the vehicle controller as a core component, the following details are specifically described below with reference to FIG. 2 and FIG. 3:

2 is a schematic diagram of vehicle controller control in accordance with one embodiment of the present invention. As shown in Figure 2, the vehicle controller is capable of collecting signals from the accelerator pedal input, signals from the brake pedal input, and other component signals. The vehicle controller can make corresponding judgments according to the above signals, control the BMS, MCU, ECM and BCM through the CAN network bus to perform corresponding operations, and realize management, scheduling, analysis and calculation of network information.

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

Step 1. The BCM detects that the driver has a start operation, that is, after the BCM detects the start signal of the hybrid vehicle, the start request information is separately sent to the VCU, the MCU, and the ECM.

Step 2: After receiving the start request information, the VCU sends a self-test command to the TCU, the BMS, and the secondary motor controller.

Step 3. After the self-test is performed by the TCU, the BMS, and the sub-motor controller according to the self-test command, the self-test result information is sent to the VCU.

Step 4: When the VCU can meet the start condition according to the self-test result, the VCU can send a start request to the MCU and send a start request to the ECM.

Step 5: After the MCU receives the start request sent by the BCM, the MCU and the ECM pair the code.

Step 6. When the MCU and ECM pair code succeeds, the MCU and the ECM respectively send "start enable" to the VCU.

Step 7. The VCU sends a start command to the BCM.

Thus, through the above description, it is possible to more clearly understand how the VCU implements the vehicle control and controls the start of the hybrid vehicle.

In addition, the VCU can perform corresponding energy management for different configurations of the vehicle, and realize the vehicle drive control, energy optimization control, brake feedback control and network management control. When the vehicle controller fails, the hybrid vehicle is prohibited from being powered on, so that the hybrid vehicle cannot travel.

Understandably, an important function of the vehicle controller of the hybrid vehicle is mode selection and torque distribution. Once the vehicle controller fails, the entire vehicle cannot perform effective mode selection and torque distribution, and the engine and motor can no longer perform normal operation. drive.

Therefore, according to the above treatment method, the hybrid vehicle is directly prohibited from being powered on, and the generator is turned off and the busbar high voltage system is cut off. Hybrid vehicles can only be parked in place for rescue, and cannot guarantee the safety of the vehicle.

In order to avoid the above problems, the present invention provides a vehicle control method for a hybrid vehicle, which can still drive the entire vehicle when the VCU fails, control the hybrid vehicle to safely travel to the target location, and ensure the safety of the vehicle. details as follows:

As shown in FIG. 1, the vehicle control method of the hybrid vehicle includes the following steps:

Step 101: After detecting the start signal of the hybrid vehicle, the vehicle body control module BCM sends start request information to the vehicle controller VCU, the motor control module MCU, and the engine control module ECM, respectively.

It should be understood that the driver can start the vehicle by means of a vehicle key, pressing an ON button on the vehicle, and the like. After the driver starts the vehicle by any of the above methods, the BCM can detect the start operation of the driver and send a start request to the VCU, the MCU, and the ECM, respectively.

It should be noted that, in the normal working mode of the VCU or in the working mode of the VCU failure, the BCM detects that the driver has a starting operation, and sends a start request to the VCU, the MCU, and the ECM, respectively.

Step 102: When a backup module is set in one of the BCM, the MCU, and the ECM, if the backup module does not receive the feedback information generated by the VCU based on the startup request information within a preset time, the backup module respectively controls the TCU and the battery. The management module BMS and the secondary motor controller send a self-test command.

Specifically, one of the BCM, the MCU, and the ECM can be selected according to the actual application requirement, and the module having the backup function, that is, the backup module, can be set therein.

It should be noted that, after the BCM sends a start request in the normal working mode of the VCU, the VCU sends the generated feedback information to the BCM, the MCU, and the ECM simultaneously.

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

The preset time can be selected according to the actual application needs. Generally, the preset time is the maximum allowable time interval that the VCU responds and can send feedback information to the ECM and the MCU after the BCM sends a start request in the normal working mode of the VCU.

As an example, when the VCU fails, the ECM temporarily activates the vehicle control assistance function as a backup module to integrate the various modules. 4 is a schematic diagram of ECM control after VCU failure according to an embodiment of the present invention.

As shown in Figure 4, the ECM is capable of acquiring signals from the accelerator pedal input, signals from the brake pedal input, and other component signals. The ECM can also make corresponding judgments according to the above signals, and control the BMS, MCU, ECM and BCM through the CAN network bus to perform corresponding operations.

It should be noted that the BCM and the MCU can also be used as a backup module in real time for the above control process.

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

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

Step 103: The backup module receives the self-test result information fed back by the TCU, the BMS, and the sub-motor controller, and determines, according to the self-test result information, that the hybrid vehicle meets the start condition, and detects that the ECM and the MCU are successfully coded, and sends a start command. To control the start of the hybrid car.

As an example, the process of the MCU and the ECM pairing code may be that the MCU sends a code request command carrying the first data to the ECM, and the MCU receives the code response command of the second data carrying the ECM feedback, and if the second data is determined according to the second data, If the code is successful, a code success instruction is sent to the ECM. The pair code refers to the MCU sending a code request command carrying the first data to the ECM, and the MCU receives the code response command carrying the second data fed back by the ECM. If the code is successfully determined according to the second data, the code is sent to the ECM. Successful instruction.

It should be noted that, if the backup module recognizes that the power battery has a leakage fault according to the self-test result reported by the BMS, it is determined that the hybrid vehicle does not satisfy the starting condition, and the hybrid vehicle is prohibited from starting.

It should be noted that if the backup module detects that the ECM and the MCU have failed to match the code, it determines that the hybrid vehicle does not meet the start condition and prohibits the hybrid vehicle from starting.

In summary, the vehicle control method of the hybrid vehicle according to the embodiment of the present invention, after detecting the start signal of the hybrid vehicle through the body control module BCM, respectively, to the vehicle controller VCU, the motor control module MCU, and the engine control module. The ECM sends the start request information, and when one of the BCM, the MCU, and the ECM is provided with the backup module, the backup module does not receive the feedback information generated by the VCU based on the start request information within the preset time to the gearbox control module TCU. The battery management module BMS and the sub motor controller send a self-test command, and receive self-test result information fed back by the TCU, the BMS, and the sub-motor controller, and finally, according to the self-test result information, determine that the hybrid vehicle meets the start condition and the detection knows the ECM and The MCU sends a start command to control the hybrid car start when the code is successful. Therefore, when the VCU fails, the whole vehicle can still be driven, and the vehicle is safely controlled to the target location, thereby ensuring the safety of the whole vehicle.

To make it clear to the person in the field how to perform various operational control when the VCU fails, the following is specifically described below with reference to FIG. 5:

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

Step 2: The ECM has a backup module that does not receive the feedback information sent by the VCU within a preset time, and then sends a self-test command to the TCU, the BMS, and the BSG controller respectively.

Step 3: After the self-test is performed by the TCU, the BMS, and the BSG controller according to the self-test command, the self-test result information is sent to the VCU.

Step 4: After the MCU receives the start request information sent by the BCM, the MCU and the ECM pair the code.

Step 5. When the MCU and ECM pair code is successful and the self-test result meets the start condition, the ECM sends a “start enable” signal to the BCM.

Therefore, when the VCU fails, the hybrid vehicle can still be driven to control the hybrid vehicle to safely travel to the target location, thereby ensuring the safety of the entire vehicle.

Based on the above embodiment, after controlling the startup of the hybrid vehicle, it is also necessary to determine the manner in which the hybrid vehicle is driven according to the specific conditions of the power battery and the specific conditions of the sub motor control.

6 is a flow chart of a vehicle control method of a hybrid vehicle according to another embodiment of the present invention. As shown in FIG. 6, after step 103, the vehicle control method further includes:

Step 201: Determine whether the SOC of the power battery is less than a preset value.

Step 202: If the SOC of the power battery is less than a preset value, the backup module controls the engine to drive the secondary motor to generate electricity to charge the power battery, and drive the wheel of the hybrid vehicle through the power motor.

Specifically, FIG. 7 is a schematic diagram of a drive mode in which a VCU fails and the BMS and BSG controllers are normal, according to an embodiment of the present invention. As shown in FIG. 7, the auxiliary motor is powered by the engine to generate power to the power battery, and the power battery supplies power to the power motor to drive the vehicle. Specifically, the engine is supplied with mechanical energy to power the BSG to power the battery, and the power battery supplies power to the power motor to drive the entire vehicle.

Step 202: If the SOC of the power battery is greater than or equal to a preset value, the backup module directly drives the wheel of the hybrid vehicle by controlling the power motor.

Specifically, FIG. 8 is a schematic diagram of a driving mode in which a VCU fails and a BMS is normal according to another embodiment of the present invention. As shown in FIG. 8, the BMS controls the power battery to directly supply power to the power motor to drive the entire vehicle.

Based on the above embodiment, it is also necessary to determine in which manner to control the driving of the hybrid vehicle according to the specific conditions of the sub motor controller after controlling the start of the hybrid vehicle.

After the step 103, the vehicle control method further includes: if the backup module identifies that the BSG controller fails according to the self-test result information, controlling the hybrid vehicle to travel in a pure fuel mode or a pure electric mode or a parallel mode.

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

9 is a schematic diagram of a pure fuel drive mode when a VCU and a BSG controller fail in accordance with one embodiment of the present invention. As shown in FIG. 9, the hybrid vehicle is directly powered by the engine to drive the hybrid vehicle in pure fuel mode.

Specifically, when the BSG controller fails and the power battery SOC is not lower than the preset value, the power can be directly supplied to the power motor to drive the hybrid vehicle to drive in the pure electric mode as shown in FIG.

Specifically, FIG. 10 is a schematic diagram of a pure fuel driving mode when a VCU and a BSG controller fail in accordance with another embodiment of the present invention. As shown in FIG. 10, the BMS control power battery is directly supplied by the engine while the power supply is directly supplied to the power motor to drive the hybrid vehicle to run in the parallel mode.

In summary, in the vehicle control method of the hybrid vehicle according to the embodiment of the present invention, when the SOC of the power battery is greater than or equal to a preset value, the backup module directly drives the wheel of the hybrid vehicle by controlling the power motor, or in the power battery. When the SOC is greater than or equal to the preset value, the backup module directly drives the wheel of the hybrid vehicle by controlling the power motor, and the backup module controls the hybrid vehicle to adopt the pure fuel mode or the pure electric motor when the secondary motor controller fails according to the self-test result information. Driving in mode or parallel mode can drive the whole vehicle and control the vehicle to the target location to ensure the safety of the whole vehicle.

Based on the above embodiment, it can be understood how to perform complete vehicle control of the hybrid vehicle when the VCU fails, so as to ensure that the whole vehicle can start normally. In the following, the BMS is invalidated while the VCU fails, and the vehicle control method of the hybrid vehicle is further explained.

Specifically, the backup module receives the self-test result information fed back by the TCU, the BMS, and the sub-motor controller, and determines that the hybrid vehicle meets the startup condition according to the self-test result information, and detects that the BMS fails, and controls the hybrid vehicle to adopt the pure fuel mode or Drive in series mode or in mixed mode.

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

It should be noted that if the backup module recognizes that the TCU is invalid according to the self-test result information and the BSG controller fails, it is determined that the hybrid vehicle does not satisfy the starting condition, and the hybrid vehicle is prohibited from starting.

Specifically, when judging that the hybrid vehicle meets the starting condition according to the self-test result information, and detecting that the BMS is invalid, there are many types of controlling the hybrid vehicle to travel in the pure fuel mode or the series mode or the hybrid mode, as illustrated below:

In the first example, if the backup module recognizes that the TCU is invalid according to the self-test result information and the BSG controller is normal, the control engine drives the sub-motor to generate electricity to supply power to the power motor, and drives the wheel of the hybrid vehicle through the power motor, so that The hybrid car travels in series mode, as shown in Figure 11.

In the second example, if the backup module recognizes that the TCU is normal and the BSG controller fails according to the self-test result information, the wheel of the hybrid vehicle is driven by the engine to drive the hybrid vehicle in the pure fuel mode, as shown in FIG. 9 .

In a third example, if the backup module recognizes that the TCU is normal and the BSG controller is normal according to the self-test result information, the wheel of the hybrid vehicle is driven by the engine to drive the hybrid vehicle in the pure fuel mode, as shown in FIG. 9 .

In the fourth example, if the backup module recognizes that the TCU is normal and the BSG controller is normal according to the self-test result information, the engine drives the wheel of the hybrid vehicle, and controls the engine to drive the auxiliary motor to generate electricity to supply power to the power motor. The power motor drives the wheels of the hybrid vehicle to drive the hybrid vehicle in a hybrid mode, as shown in FIG.

The vehicle control method for the hybrid vehicle according to the embodiment of the present invention transmits the start request information to the vehicle controller VCU, the motor control module MCU, and the engine control module ECM after detecting the start signal of the hybrid vehicle through the body control module BCM. Then, when a backup module is set in one of the BCM, the MCU, and the ECM, the backup module does not receive the feedback information generated by the VCU based on the startup request information within a preset time, respectively, to the transmission control module TCU and the battery management module BMS. And the sub motor controller sends a self-test command, and receives the self-test result information fed back by the TCU, the BMS, and the sub-motor controller, and finally determines the hybrid vehicle to meet the start condition according to the self-test result information, and detects that the BMS fails, and controls the mixing. Power cars travel in pure fuel mode or in series or hybrid mode. Thus, when the VCU and the BMS fail, the hybrid vehicle can still be driven to control the hybrid vehicle to safely travel to the target location, thereby ensuring the safety of the vehicle.

In order to implement the above embodiment, the present invention also proposes a power system of a hybrid vehicle.

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

13 to 15, the engine 1 outputs power to the wheels 7 of the hybrid vehicle through the clutch 6; the power motor 2 is used to output the driving force to the wheels 7 of the hybrid vehicle. That is, the power system of the embodiment of the present invention can provide power for the normal running of the hybrid vehicle through the engine 1 and/or the power motor 2. In some embodiments of the present invention, the power source of the power system may be the engine 1 and the power motor 2, that is, any one of the engine 1 and the power motor 2 may separately output power to the wheel 7, or the engine 1 and The power motor 2 can simultaneously output power to the wheels 7.

The power battery 3 is used to supply power to the power motor 2; the sub motor 5 is connected to the engine 1, for example, the sub motor 5 can be connected to the engine 1 through the train wheel end of the engine 1. The sub-motors 5 are respectively connected to the power motor 2, the DC-DC converter 4, and the power battery 3, and the sub-motor 5 performs power generation by the engine 1 to charge the power battery 3, supply power to the power motor 2, and supply DC- At least one of the DC converter 4 power supply. In other words, the engine 1 can drive the secondary motor 5 to generate electricity, and the electric energy generated by the secondary motor 5 can be supplied to at least one of the power battery 3, the power motor 2, and the DC-DC converter 4. It should be understood that the engine 1 can drive the sub-motor 5 to generate electricity while outputting power to the wheel 7, or can separately drive the sub-motor 5 to generate electricity.

Therefore, the power motor 2 and the sub-motor 5 respectively serve as a drive motor and a generator in a one-to-one correspondence. Since the sub-motor 5 has a high power generation and power generation efficiency at a low speed, the power demand of the low-speed travel can be satisfied, and the whole can be maintained. The vehicle's low-speed electric balance maintains the low-speed ride of the vehicle and improves the dynamic performance of the vehicle.

In some embodiments, the secondary motor 5 may be a BSG (Belt-driven Starter Generator) motor. It should be noted that the sub-motor 5 belongs to a high-voltage motor. For example, the power generation voltage of the sub-motor 5 is equivalent to the voltage of the power battery 3, so that the electric energy generated by the sub-motor 5 can directly charge the power battery 3 without voltage conversion, and can also directly Powering the power motor 2 and/or the DC-DC converter 4 can also directly supply power to either or both of the power motor 2 and the DC-DC converter 4. Further, the sub-motor 5 is also a high-efficiency generator. For example, when the sub-motor 5 is driven by the engine 1 at an idle speed, the power generation efficiency of 97% or more can be achieved.

In addition, in some embodiments of the present invention, the sub-motor 5 can be used to start the engine 1, that is, the sub-motor 5 can have a function of starting the engine 1, for example, when the engine 1 is started, the sub-motor 5 can drive the crankshaft of the engine 1. In order to bring the piston of the engine 1 to the ignition position, the starting of the engine 1 is achieved, whereby the sub-motor 5 can realize the function of the starter in the related art.

As described above, both the engine 1 and the power motor 2 can be used to drive the wheels 7 of the hybrid vehicle. For example, as shown in FIG. 14, the engine 1 and the power motor 2 collectively drive the same wheel of the hybrid vehicle, such as a pair of front wheels 71 (including the left front wheel and the right front wheel). In other words, when the engine 1 and the power motor 2 jointly drive a pair of front wheels 71, the driving force of the power system is output to a pair of front wheels 71, and the entire vehicle can be driven by two drives.

Further, when the engine 1 and the power motor 2 drive the same wheel together, as shown in FIG. 14, the power system of the hybrid vehicle further includes a differential 8, a final drive 9, and a transmission 90, wherein the engine 1 passes the clutch 6. The transmission 90, the final drive 9 and the differential 8 output power to the first wheel of the hybrid vehicle, for example, a pair of front wheels 71, and the power motor 2 outputs the driving force to the hybrid through the final drive 9 and the differential 8. The first wheel of the automobile is, for example, a pair of front wheels 71. Among them, the clutch 6 and the transmission 90 can be integrated.

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

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

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

In other words, as shown in FIG. 15, when the sub-motor 5 performs power generation, the sub-motor 5 can charge the power battery 3 through the first controller 51 and/or supply power to the DC-DC converter 4. That is, the sub motor 5 can realize either or both of charging the power battery 3 and supplying power to the DC-DC converter 4 through the first controller 51. Further, the sub motor 5 can also supply power to the power motor 2 through the first controller 51 and the second controller 21.

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

In some embodiments, as shown in FIG. 15, the first controller 51 has a first DC terminal DC1, the second controller 21 has a second DC terminal DC2, and the DC-DC converter 4 has a third DC terminal DC3. The third DC terminal DC3 of the DC-DC converter 4 can be connected to the first DC terminal DC1 of the first controller 51 to perform DC-DC on the high voltage DC power output by the first controller 51 through the first DC terminal DC1. Transform. Moreover, the third DC terminal DC3 of the DC-DC converter 4 can also be connected to the power battery 3, and the first DC terminal DC1 of the first controller 51 can be connected to the power battery 3 to pass the first controller 51. The first DC terminal DC1 outputs high voltage direct current to the power battery 3 to charge the power battery 3. Further, the third DC terminal DC3 of the DC-DC converter 4 can also be connected to the second DC terminal DC2 of the second controller 21, and the first DC terminal DC1 of the first controller 51 can be connected to the second controller. The second DC terminal DC2 of 21 is connected such that the first controller 51 outputs high voltage direct current to the second controller 21 through the first DC terminal DC1 to supply power to the power motor 2.

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

In some embodiments, as shown in FIG. 15, the DC-DC converter 4 further has a fourth DC terminal DC4, and the DC-DC converter 4 can pass the high voltage DC power and/or the sub motor 5 output from the power battery 3 through the first The high voltage direct current outputted by the controller 51 is converted into low voltage direct current, and the low voltage direct current is output through the fourth direct current terminal DC4. That is, the DC-DC converter 4 can convert any one or both of the high-voltage direct current output from the power battery 3 and the high-voltage direct current output from the sub-motor 5 through the first controller 51 into low-voltage direct current, and pass the fourth direct current. The terminal DC4 outputs the low voltage direct current. Further, the fourth DC terminal DC4 of the DC-DC converter 4 can be connected to the first electrical device 10 to supply power to the first electrical device 10, wherein the first electrical device 10 can be a low-voltage electrical device, including but not Limited to car lights, radios, etc. The fourth DC terminal DC4 of the DC-DC converter 4 can also be coupled to the low voltage battery 20 to charge the low voltage battery 20.

Moreover, the low voltage battery 20 is connected to the first electrical device 10 to supply power to the first electrical device 10. In particular, when the secondary motor 5 stops generating power and the power battery 3 fails or the power is insufficient, the low voltage battery 20 can be the first electrical device. 10 power supply, thus ensuring the low-voltage power consumption of the whole vehicle, ensuring that the whole vehicle can be driven in pure fuel mode and improve the mileage of the whole vehicle.

As above, the third DC terminal DC3 of the DC-DC converter 4 is connected to the first controller 51, and the fourth DC terminal DC4 of the DC-DC converter 4 is connected to the first electrical device 10 and the low voltage battery 20, respectively, when the power motor 2. When the second controller 21 and the power battery 3 fail, the sub-motor 5 can generate power to supply power to the first electric device 10 and/or charge the low-voltage battery 20 through the first controller 51 and the DC-DC converter 4. In order to make the hybrid car run in pure fuel mode.

In other words, when the power motor 2, the second controller 21, and the power battery 3 fail, the first controller 51 can convert the alternating current generated by the secondary motor 5 into high-voltage direct current, and the DC-DC converter 4 can perform the first control. The high voltage direct current converted by the unit 50 is converted to low voltage direct current to supply power to the first electrical device 10 and/or to charge the low voltage battery 20. That is, either or both of powering the first electrical device 10 and charging the low voltage battery 20 are achieved.

Thus, the sub motor 5 and the DC-DC converter 4 have a separate power supply path. When the power motor 2, the second controller 21, and the power battery 3 fail, the electric drive cannot be realized. At this time, the sub motor 5 and the DC are passed. - The separate power supply channel of the DC converter 4 can ensure the low-voltage power consumption of the whole vehicle, ensuring that the whole vehicle can be driven in pure fuel mode and improve the mileage of the whole vehicle.

Further in connection with the embodiment of Fig. 15, the first controller 51, the second controller 21 and the power battery 3 are also respectively connected to the second electrical device 30 in the hybrid vehicle.

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

The power battery 3 can also be coupled to the second electrical device 30 to power the second electrical device 30. That is to say, the high voltage direct current output from the power battery 3 can be directly supplied to the second electric device 30.

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

As described above, power generation by the sub-motor 5 makes it possible to charge the power battery 3, or supply power to the power motor 2, or supply power to the first electric device 10 and the second electric device 30. Further, the power battery 3 can supply power to the power motor 2 through the second controller 21, or supply power to the second electric device 30, and can also supply power to the first electric device 10 and/or the low-voltage battery 20 through the DC-DC converter 4. This enriches the power supply mode of the whole vehicle, meets the power demand of the whole vehicle under different working conditions, and improves the performance of the whole vehicle.

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

Therefore, in the power system of the hybrid vehicle according to the embodiment of the present invention, the engine can be prevented from participating in driving at a low speed, and the clutch is not used, the clutch wear or the slip is reduced, the feeling of frustration is reduced, and the comfort is improved, and At low speeds, the engine can be operated in an economical area, and only power generation is not driven, fuel consumption is reduced, engine noise is reduced, low-speed electric balance and low-speed smoothness of the vehicle are maintained, and overall vehicle performance is improved. Moreover, the secondary motor can directly charge the power battery, and can also supply power for low-voltage devices such as low-voltage batteries, first electrical equipment, etc., and can also be used as a starter.

A specific embodiment of the power system of the hybrid vehicle will be described in detail below with reference to FIG. 16. This embodiment is applicable to a power system in which the engine 1 and the power motor 2 jointly drive the same wheel, that is, a two-wheel drive hybrid vehicle. It should be noted that this embodiment mainly describes a specific transmission structure between the engine 1, the power motor 2 and the wheel 7, in particular, the structure of the transmission 90 in Fig. 14, and the rest is basically the same as the embodiment of Figs. 13 and 15. The same, no longer detailed in the details here.

It should also be noted that a plurality of input shafts, a plurality of output shafts, and a motor power shaft 931 in the following embodiments, and associated gears on each shaft, shifting members, and the like may be used to constitute the transmission 90 of FIG.

In some embodiments, as shown in FIG. 13, FIG. 15, and FIG. 16, the power system of the hybrid vehicle mainly includes an engine 1, a power motor 2, a power battery 3, a DC-DC converter 4, a sub-motor 5, and a plurality of An input shaft (eg, a first input shaft 911, a second input shaft 912), a plurality of output shafts (eg, a first output shaft 921, a second output shaft 922), and a motor power shaft 931 and associated gears on each shaft and Blocking element (eg, synchronizer).

As shown in Fig. 16, the engine 1 outputs power to the wheels 7 of the hybrid vehicle through a clutch 6, such as the dual clutch 2d in the example of Fig. 16. When power is transmitted between the engine 1 and the input shaft, the engine 1 is disposed to selectively engage at least one of the plurality of input shafts through the dual clutch 2d. In other words, when the engine 1 transmits power to the input shaft, the engine 1 can selectively engage with one of the plurality of input shafts to transmit power, or the engine 1 can also selectively couple two or two of the plurality of input shafts More than one input shaft is simultaneously engaged to transmit power.

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

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

The input shaft and the output shaft can be driven by the gear pair. For example, each of the input shafts is provided with a gear driving gear, that is, each of the first input shaft 911 and the second input shaft 912 is provided with a gear driving gear, and each of the output shafts is provided with A gear driven gear, that is, each output shaft of the first output shaft 921 and the second output shaft 922 is provided with a gear driven gear, and the gear driven gear meshes with the gear driving gear correspondingly, thereby forming Many pairs of gear pairs with different speed ratios.

In some embodiments of the present invention, a six-speed transmission may be employed between the input shaft and the output shaft, that is, having a first gear pair, a second gear pair, a third gear pair, a fourth gear pair, a fifth gear pair, and six Block gear pair. However, the present invention is not limited thereto, and those skilled in the art can adaptively increase or decrease the number of gear gear pairs according to the transmission requirements, and are not limited to the six gears shown in the embodiment of the present invention. transmission.

As shown in FIG. 16, the motor power shaft 931 is disposed to be coupled with one of a plurality of output shafts (for example, the first output shaft 921 and the second output shaft 922) through the motor power shaft 931 and the output shaft. One of the linkages is such that power can be transferred between the motor power shaft 931 and the one of the output shafts. For example, the power output through the output shaft (such as the power from the output of the engine 1) may be output to the motor power shaft 931, or the power via the motor power shaft 931 (such as the power output from the power motor 2) may be output to the output shaft. .

It should be noted that the above-mentioned "coupling" can be understood as a plurality of components (for example, two) associated motions. Taking two components as an example, when one of the components moves, the other component also moves.

For example, in some embodiments of the invention, the linkage of the gear to the shaft may be understood to mean that the shaft that is interlocked with the gear as it rotates will also rotate, or that the gear that is associated therewith will also rotate as the shaft rotates.

For another example, the linkage between the shaft and the shaft can be understood as the other shaft that is linked to and rotates when one of the shafts rotates.

For another example, the linkage of a gear and a gear can be understood as the fact that the other gear that is interlocked with one of the gears will also rotate when it rotates.

In the following description of "linkage" in the present invention, this understanding is made unless otherwise specified.

Similarly, the power motor 2 is disposed to be interlocked with the motor power shaft 931. For example, the power motor 2 can output the generated power to the motor power shaft 931, thereby outputting the driving force to the wheels 7 of the hybrid vehicle through the motor power shaft 931.

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

In some embodiments, as shown in FIG. 16, the output portion 221 is differentially rotatable relative to the one of the output shafts (eg, the second output shaft 922), in other words, the output portion 221 and the output shaft can be different. The rotation speed rotates independently.

Further, the output portion 221 is configured to selectively engage the one of the output shafts to rotate in synchronization with the output shaft, in other words, the output portion 221 is capable of differential or synchronous rotation with respect to the output shaft. In short, the output portion 221 is engageable with respect to the one of the output shafts for synchronous rotation, and of course, can also be turned to rotate at a differential speed.

As shown in FIG. 16, the output portion 221 may be disposed on the one of the output shafts in an empty manner, but is not limited thereto. For example, in the example of FIG. 16, the output portion 221 is vacant on the second output shaft 922, that is, the output portion 221 and the second output shaft 922 can be differentially rotated at different rotational speeds.

As described above, the output portion 221 can be rotated in synchronization with the one of the output shafts. For example, the synchronization of the output portion 221 and the output shaft can be realized when necessary by adding a corresponding synchronizer. The synchronizer may be an output portion synchronizer 221c, and the output portion synchronizer 221c is provided to synchronize the one of the output portion 221 and the output shaft.

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

The function of the differential 75 is to roll the left and right driving wheels at different angular velocities when the vehicle is turning or driving on an uneven road surface to ensure a pure rolling motion between the driving wheels on both sides and the ground. A final drive driven gear 74 provided with a final drive 9 on the differential 75, for example a final drive driven gear 74, may be disposed on the housing of the differential 75. The main reducer driven gear 74 may be a bevel gear, but is not limited thereto.

In some embodiments, as shown in FIG. 13, the power battery 3 is used to supply power to the power motor 2; the secondary motor 5 is connected to the engine 1, and the secondary motor 5 is also coupled to the power motor 2, the DC-DC converter 4, and the power battery, respectively. 3 is connected, and the sub-motor 5 realizes at least one of charging the power battery 3, supplying power to the power motor 2, and supplying power to the DC-DC converter 4 when power is generated by the engine 1.

Another specific embodiment of the power system of the hybrid vehicle will be described in detail below with reference to FIG. 17, which is also applicable to the power system in which the engine 1 and the power motor 2 jointly drive the same wheel, that is, a two-wheel drive hybrid vehicle. It should be noted that this embodiment mainly describes a specific transmission structure between the engine 1, the power motor 2 and the wheel 7, in particular, the structure of the transmission 90 in Fig. 14, and the rest is basically the same as the embodiment of Figs. 13 and 15. The same, no longer detailed in the details here.

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

In some embodiments, as shown in FIG. 13, FIG. 15, and FIG. 17, the power system of the hybrid vehicle mainly includes an engine 1, a power motor 2, a power battery 3, a DC-DC converter 4, a sub-motor 5, and a plurality of An input shaft (eg, a first input shaft 911, a second input shaft 912), a plurality of output shafts (eg, a first output shaft 921, a second output shaft 922), and a motor power shaft 931 and associated gears on each shaft and Blocking element (eg, synchronizer).

As shown in Fig. 17, the engine 1 outputs power to the wheels 7 of the hybrid vehicle through a clutch 6, such as the dual clutch 2d in the example of Fig. 16. When power is transmitted between the engine 1 and the input shaft, the engine 1 is disposed to selectively engage at least one of the plurality of input shafts through the dual clutch 2d. In other words, when the engine 1 transmits power to the input shaft, the engine 1 can selectively engage with one of the plurality of input shafts to transmit power, or the engine 1 can also selectively couple two or two of the plurality of input shafts More than one input shaft is simultaneously engaged to transmit power.

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

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

As shown in FIG. 17, one of the output shafts (for example, the first output shaft 921 and the second output shaft 922) is provided with at least one reverse output gear 81, and the output shaft is further provided with a reverse gear output. The reverse synchronizer of the gear 81 (for example, the five-speed synchronizer 5c, the six-speed synchronizer 6c), in other words, the reverse synchronizer synchronizes the corresponding reverse output gear 81 and the output shaft, thereby synchronizing the output shaft with the reverse gear The synchronized reverse output gear 81 can be rotated in synchronism, and the reverse power can be output from the output shaft.

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

The reverse shaft 89 is disposed in linkage with one of the input shafts (eg, the first input shaft 911 and the second input shaft 912) and also with at least one reverse output gear 81, for example, via the one of the input shafts The power can be transmitted to the reverse output gear 81 through the reverse shaft 89, so that the reverse power can be output from the reverse output gear 81. In the example of the present invention, the reverse output gear 81 is vacant on the second output shaft 922, and the reverse shaft 89 is interlocked with the first input shaft 911, for example, the reverse power output of the engine 1 can pass. The first input shaft 911 and the reverse shaft 89 are output to the reverse output gear 81.

The motor power shaft 931 will be described in detail below. The motor power shaft 931 is provided with a motor power shaft first gear 31 and a motor power shaft second gear 32. The motor power shaft first gear 31 is meshable with the final drive driven gear 74 to transmit the driving force to the wheels 7 of the hybrid vehicle.

The motor power shaft second gear 32 is disposed in linkage with one of the gear driven gears. When the hybrid vehicle having the power system according to the embodiment of the present invention is in certain working conditions, the power outputted by the power source may be on the motor power shaft. The second gear 32 and the gear driven gear associated therewith are transmitted, and at this time, the motor power shaft second gear 32 is interlocked with the gear driven gear. For example, the motor power shaft second gear 32 is interlocked with the second gear driven gear 2b, and the motor power shaft second gear 32 and the second gear driven gear 2b can be directly meshed or indirectly transmitted through the intermediate transmission member.

Further, a motor power shaft synchronizer 33c is further disposed on the motor power shaft 931, and the motor power shaft synchronizer 33c is located between the motor power shaft first gear 31 and the motor power shaft second gear 32, and the motor power shaft synchronizer 33c can be selected. The motor power shaft first gear 31 or the motor power shaft second gear 32 is engaged with the motor power shaft 3. For example, in the example of FIG. 17, the clutch sleeve of the motor power shaft synchronizer 33c is moved to the left to engage the motor power shaft second gear 32, and to the right to engage the motor power shaft first gear 31.

For the motor power shaft first gear 31, since it meshes with the final drive driven gear 74, the power motor 2 can directly transmit the generated power directly from the motor power shaft first gear 31 through the motor power shaft synchronizer 33c. The output of the first gear 31 of the motor power shaft can shorten the transmission chain, reduce the intermediate transmission components, and improve the transmission efficiency.

Next, a specific embodiment of the transmission mode of the motor power shaft 931 and the power motor 2 will be described in detail.

In some embodiments, as shown in FIG. 17, the motor power shaft 931 is also fixedly disposed with a motor power shaft third gear 33, and the power motor 2 is disposed to directly mesh or indirectly transmit with the motor power shaft third gear 33.

Further, the motor shaft of the power motor 2 is provided with a first motor gear 511, and the first motor gear 511 is driven by the intermediate gear 512 and the motor power shaft third gear 33. For another example, the power motor 2 and the motor power shaft 931 can also be coaxially connected.

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

Further, the first output shaft output gear 211 is fixedly disposed on the first output shaft 921, the first output shaft output gear 211 rotates synchronously with the first output shaft 921, and the first output shaft output gear 211 and the final drive driven gear 74 The transmission is engaged so that power via the first output shaft 921 can be transmitted from the first output shaft output gear 211 to the final drive driven gear 74 and the differential 75.

Similarly, the second output shaft 922 is fixedly disposed with a second output shaft output gear 212, the second output shaft output gear 212 rotates synchronously with the second output shaft 922, and the second output shaft output gear 212 and the final drive driven gear The meshing drive 74 is such that power through the second output shaft 922 can be transmitted from the second output shaft output gear 212 to the final drive driven gear 74 and the differential 75.

Similarly, the motor power shaft first gear 31 can be used to output power through the motor power shaft 931, and thus the motor power shaft first gear 31 is also meshed with the final drive driven gear 74.

More specifically, as shown in FIGS. 13, 15, and 18, the engine 1 outputs power to the wheels 7 of the hybrid vehicle through the clutch 6; the power motor 2 is used to output the driving force to the wheels 7 of the hybrid vehicle. That is, the power system of the embodiment of the present invention can provide power for the hybrid vehicle to normally travel through the engine 1 and/or the power motor 2. In some embodiments of the present invention, the power source of the power system may be the engine 1 and the power motor 2, that is, any one of the engine 1 and the power motor 2 may separately output power to the wheel 7, or the engine 1 and The power motor 2 can simultaneously output power to the wheel 7.

Thus, the power motor 2 and the sub-motor 5 respectively serve as a drive motor and a generator, and the sub-motor 5 has a high power generation and power generation efficiency at a low speed, thereby meeting the power demand of the low-speed travel, and maintaining the low speed of the whole vehicle. The electric balance maintains the low speed smoothness of the whole vehicle and improves the dynamic performance of the whole vehicle.

In some embodiments, the secondary motor 5 may be a BSG (Belt-driven Starter Generator) motor. It should be noted that the sub-motor 5 belongs to a high-voltage motor. For example, the power generation voltage of the sub-motor 5 is equivalent to the voltage of the power battery 3, so that the electric energy generated by the sub-motor 5 can directly charge the power battery 3 without voltage conversion, and can also directly Power motor 2 and/or DC-DC converter 4 are powered. Further, the sub-motor 5 is also a high-efficiency generator. For example, when the sub-motor 5 is driven by the engine 1 at an idle speed, the power generation efficiency of 97% or more can be achieved.

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

Further, when the engine 1 drives the first wheel and the power motor 2 drives the second wheel, as shown in FIG. 18, the power system of the hybrid vehicle further includes a first transmission 91 and a second transmission 92, wherein the engine 1 passes the clutch 6 and the first transmission 91 outputs power to a first wheel of the hybrid vehicle, such as a pair of front wheels 71, and the power motor 2 outputs a driving force to the second wheel of the hybrid vehicle, such as a pair of rear wheels 72, through the second transmission 92. The clutch 6 and the first transmission 91 can be integrated.

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

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

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

In some embodiments, as shown in FIG. 15, the DC-DC converter 4 further has a fourth DC terminal DC4, and the DC-DC converter 4 can pass the high voltage DC power and/or the sub motor 5 output from the power battery 3 through the first The high voltage direct current outputted by the controller 51 is converted into low voltage direct current, and the low voltage direct current is output through the fourth direct current terminal DC4. Further, the fourth DC terminal DC4 of the DC-DC converter 4 can be connected to the first electrical device 10 to supply power to the first electrical device 10, wherein the first electrical device 10 can be a low-voltage electrical device, including but not Limited to car lights, radios, etc. The fourth DC terminal DC4 of the DC-DC converter 4 can also be coupled to the low voltage battery 20 to charge the low voltage battery 20.

In other words, when the power motor 2, the second controller 21, and the power battery 3 fail, the first controller 51 can convert the alternating current generated by the secondary motor 5 into high-voltage direct current, and the DC-DC converter 4 can perform the first control. The high voltage direct current converted by the unit 50 is converted to low voltage direct current to supply power to the first electrical device 10 and/or to charge the low voltage battery 20.

Similarly, the power battery 3 can also be coupled to the second electrical device 30 to power the second electrical device 30. That is to say, the high voltage direct current output from the power battery 3 can be directly supplied to the second electric device 30.

Specifically, the vehicle body control module BCM, the vehicle controller VCU, the motor control module MCU, and the engine control module ECM.

The body control module BCM is configured to send start request information to the vehicle controller VCU, the motor control module MCU, and the engine control module ECM, respectively, after detecting the start signal of the hybrid vehicle.

When a backup module is set in one of the BCM, the MCU, and the ECM, the backup module is configured to determine whether the feedback information generated by the VCU based on the startup request information is received within a preset time, and the VCU is not received based on the preset time. When the feedback information generated by the request information is activated, a self-test command is transmitted to the transmission control module TCU, the battery management module BMS, and the sub-motor controller, respectively.

The backup module receives the self-test result information fed back by the TCU, the BMS, and the sub-motor controller, and determines, according to the self-test result information, that the hybrid vehicle meets the start condition, and detects that the ECM and the MCU are successfully coded, and sends a start command to control the mixing. The power car starts.

In one embodiment of the invention, the VCU simultaneously transmits the generated feedback information to the BCM, MCU 9, and ECM.

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

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

In an embodiment of the present invention, the backup module is further configured to: when the power failure detection fault occurs in the power battery 3 according to the self-test result information fed back by the BMS, determine that the hybrid vehicle does not satisfy the startup condition, and prohibit the hybrid vehicle from starting.

In an embodiment of the present invention, the backup module is further configured to: if the detection fails to identify the ECM and the MCU, determine that the hybrid vehicle does not satisfy the startup condition, and prohibit the hybrid vehicle from starting.

In an embodiment of the present invention, the backup module is further configured to: if it is determined that the TCU is invalid according to the self-test result information, determine whether the SOC of the power battery 3 is less than a preset value.

If the SOC of the power battery 3 is less than a preset value, the backup module controls the engine 1 to drive the sub-motor 5 to generate electricity to charge the power battery 3 and drive the wheels of the hybrid vehicle through the power motor 2.

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

In an embodiment of the present invention, the backup module is further configured to control the hybrid vehicle to travel in a pure fuel mode or a pure electric mode or a parallel mode if the secondary motor controller fails to be identified according to the self-test result information.

It should be noted that the foregoing explanation of the embodiment of the vehicle control method for the hybrid vehicle is also applicable to the power system of the hybrid vehicle of the present embodiment, and details are not described herein again.

In order to implement the above embodiment, the present invention also provides a computer readable storage medium having instructions stored therein, and when the instructions are executed, the hybrid vehicle executes the vehicle control method of the above-described embodiment of the present invention.

In the description of the present specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" and the like means a specific feature described in connection with the embodiment or example. A structure, material or feature is included in at least one embodiment or example of the invention. In the present specification, the schematic representation of the above terms is not necessarily directed to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in a suitable manner in any one or more embodiments or examples. In addition, various embodiments or examples described in the specification, as well as features of various embodiments or examples, may be combined and combined.

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

Any process or method description in the flowcharts or otherwise described herein may be understood to represent a module, segment or portion of code comprising one or more executable instructions for implementing the steps of a custom logic function or process. And the scope of the preferred embodiments of the invention includes additional implementations, in which the functions may be performed in a substantially simultaneous manner or in an opposite order depending on the functions involved, in the order shown or discussed. It will be understood by those skilled in the art to which the embodiments of the present invention pertain.

It should be understood that portions of the invention may be implemented in hardware, software, firmware or a combination thereof. In the above-described embodiments, multiple steps or methods may be implemented in software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented in hardware and in another embodiment, it can be implemented by any one or combination of the following techniques well known in the art: discrete with logic gates for implementing logic functions on data signals Logic circuits, application specific integrated circuits with suitable combinational logic gates, programmable gate arrays (PGAs), field programmable gate arrays (FPGAs), and the like.

One of ordinary skill in the art can understand that all or part of the steps carried by the method of implementing the above embodiments can be completed by a program to instruct related hardware, and the program can be stored in a computer readable storage medium. When executed, one or a combination of the steps of the method embodiments is included.

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

The above mentioned storage medium may be a read only memory, a magnetic disk or an optical disk or the like. Although the embodiments of the present invention have been shown and described, it is understood that the above-described embodiments are illustrative and are not to be construed as limiting the scope of the invention. The embodiments are subject to variations, modifications, substitutions and variations.

Claims

A vehicle control method for a hybrid vehicle, characterized in that it comprises the following steps:

After detecting the start signal of the hybrid vehicle, the vehicle body control module BCM sends start request information to the vehicle controller VCU, the motor control module MCU, and the engine control module ECM, respectively;

When a backup module is set in one of the BCM, the MCU, and the ECM, if the backup module does not receive the feedback information generated by the VCU based on the startup request information within a preset time, respectively, The transmission control module TCU, the battery management module BMS, and the secondary motor controller send a self-test command;

The backup module receives the self-test result information fed back by the TCU, the BMS, and the sub-motor controller, and determines, according to the self-test result information, that the hybrid vehicle meets the start condition, and detects that the ECM and the MCU are successfully coded. Sending a start command to control the start of the hybrid vehicle.
The method of claim 1 wherein said VCU simultaneously transmits the generated feedback information to said BCM, said MCU and said ECM.
The method according to claim 1 or 2, wherein the backup module stops working if receiving the feedback information generated by the VCU within the preset time.
A method according to any one of claims 1 to 3, wherein the secondary motor is a BSG motor.
The method according to any one of claims 1 to 4, further comprising: after the backup module receives the self-test result information fed back by the TCU, the BMS and the sub-motor controller, further comprising:

The backup module determines, according to the self-test result information fed back by the BMS, that if the power battery has a leakage fault, it determines that the hybrid vehicle does not satisfy the starting condition, and prohibits the hybrid vehicle from starting.
The method of any of claims 1-5, further comprising:

If the backup module detects that the ECM and the MCU pair code fails, it is determined that the hybrid vehicle does not satisfy the startup condition, and prohibits the hybrid vehicle from starting.
The method of any of claims 1-6, further comprising:

If the backup module identifies that the TCU is invalid according to the self-test result information, it is determined whether the SOC of the power battery is less than a preset value;

If the SOC of the power battery is less than a preset value, the backup module controls the engine to drive the secondary motor to generate electricity to charge the power battery, and drive the wheel of the hybrid vehicle through the power motor;

If the SOC of the power battery is greater than or equal to a preset value, the backup module directly drives the wheels of the hybrid vehicle by controlling the power motor.
The method of any of claims 1-7, further comprising:

If the backup module recognizes that the secondary motor controller fails according to the self-test result information, the hybrid vehicle is controlled to travel in a pure fuel mode or a pure electric mode or a parallel mode.
A computer readable storage medium having instructions stored therein, the hybrid vehicle performing the vehicle control method according to any one of claims 1-8 when the instructions are executed .
A power system of a hybrid vehicle, characterized in that it comprises:

An engine that outputs power to a wheel of the hybrid vehicle through a clutch;

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

a power battery for supplying power to the power motor;

DC-DC converter;

a secondary motor connected to the engine, the secondary motor being respectively connected to the power motor, the DC-DC converter, and a power battery, wherein the secondary motor generates power when the engine is powered Determining at least one of power battery charging, powering the power motor, and supplying power to the DC-DC converter;

a body control module BCM, a vehicle controller VCU, a motor control module MCU, and an engine control module ECM, wherein the vehicle body control module BCM is configured to respectively detect the start signal of the hybrid vehicle to the vehicle controller VCU The motor control module MCU and the engine control module ECM send start request information;

When a backup module is disposed in one of the BCM, the MCU, and the ECM, the backup module is configured to determine whether the feedback information generated by the VCU based on the startup request information is received within a preset time, and When the feedback information generated by the VCU based on the startup request information is not received within the preset time, the self-test command is sent to the transmission control module TCU, the battery management module BMS, and the secondary motor controller respectively;

The backup module is further configured to receive self-test result information fed back by the TCU, the BMS, and the sub-motor controller, and determine, according to the self-test result information, that the hybrid vehicle meets a start condition, and detects that the ECM and the MCU pair are known. When the code is successful, a start command is sent to control the start of the hybrid vehicle.
The system of claim 10 wherein said VCU is configured to simultaneously transmit the generated feedback information to said BCM, said MCU, and said ECM.
The system of claim 10 or 11, wherein the backup module is further configured to stop the operation if the feedback information generated by the VCU is received within the preset time.
A system according to any of claims 10-12, wherein said secondary motor is a BSG motor.
The system according to any one of claims 10 to 13, wherein the backup module is further configured to: determine, according to the self-test result information fed back by the BMS, that the power battery has a leakage fault, determine the hybrid power The car does not meet the starting conditions and prohibits the hybrid car from starting.
The system according to any one of claims 10-14, wherein the backup module is further configured to: if the detection fails to identify the ECM and the MCU, determine that the hybrid vehicle does not satisfy the startup condition, and prohibits The hybrid vehicle is started.
The system according to any one of claims 10-15, wherein the backup module is further configured to: if it is determined that the TCU is invalid according to the self-test result information, determine whether the SOC of the power battery is less than a pre- Set value

If the SOC of the power battery is less than a preset value, the backup module controls the engine to drive the secondary motor to generate electricity to charge the power battery, and drive the wheel of the hybrid vehicle through the power motor;

If the SOC of the power battery is greater than or equal to a preset value, the backup module directly drives the wheels of the hybrid vehicle by controlling the power motor.
The system according to any one of claims 10-16, wherein the backup module is further configured to: if the secondary motor controller fails to be identified according to the self-test result information, control the hybrid vehicle to be pure Fuel mode or pure electric mode or parallel mode.
A power system according to any of claims 10-17, wherein said engine and said power motor jointly drive the same wheel of said hybrid vehicle.
A power system according to any one of claims 10-17, wherein the wheel of the hybrid vehicle includes a first wheel and a second wheel;

The engine outputs power to the first wheel of the hybrid vehicle through a clutch;

The power motor is configured to output a driving force to a second wheel of the hybrid vehicle.