WO2022094786A1 - 一种混合动力车辆及其电池故障后的控制方法和系统 - Google Patents

一种混合动力车辆及其电池故障后的控制方法和系统 Download PDF

Info

Publication number
WO2022094786A1
WO2022094786A1 PCT/CN2020/126433 CN2020126433W WO2022094786A1 WO 2022094786 A1 WO2022094786 A1 WO 2022094786A1 CN 2020126433 W CN2020126433 W CN 2020126433W WO 2022094786 A1 WO2022094786 A1 WO 2022094786A1
Authority
WO
WIPO (PCT)
Prior art keywords
motor
voltage
controller
control
engine
Prior art date
Application number
PCT/CN2020/126433
Other languages
English (en)
French (fr)
Inventor
井俊超
刘义强
黄伟山
左波涛
杨俊�
王瑞平
安聪慧
肖逸阁
Original Assignee
浙江吉利控股集团有限公司
宁波吉利罗佑发动机零部件有限公司
极光湾科技有限公司
宁波上中下自动变速器有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 浙江吉利控股集团有限公司, 宁波吉利罗佑发动机零部件有限公司, 极光湾科技有限公司, 宁波上中下自动变速器有限公司 filed Critical 浙江吉利控股集团有限公司
Priority to CN202080051345.3A priority Critical patent/CN114269617B/zh
Priority to EP20955472.4A priority patent/EP4032737B1/en
Priority to PCT/CN2020/126433 priority patent/WO2022094786A1/zh
Publication of WO2022094786A1 publication Critical patent/WO2022094786A1/zh

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/04—Cutting off the power supply under fault conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/13—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines using AC generators and AC motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/50—Control strategies for responding to system failures, e.g. for fault diagnosis, failsafe operation or limp mode
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/427—Voltage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/02—Clutches
    • B60W2710/021—Clutch engagement state
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/081—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/10—Change speed gearings
    • B60W2710/1005—Transmission ratio engaged
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/24—Energy storage means
    • B60W2710/242—Energy storage means for electrical energy
    • B60W2710/248—Current for loading or unloading
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/30—Auxiliary equipments
    • B60W2710/305—Auxiliary equipments target power to auxiliaries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present invention relates to the technical field of vehicles, and in particular, to a control method and control system for a hybrid vehicle after battery failure, and a hybrid vehicle including the control system.
  • Hybrid technology is the key technology to realize energy saving and emission reduction of vehicles.
  • the single-motor hybrid power system is divided into the following types: P0 configuration, P1 configuration, P2 configuration, P2.5 configuration, P3 configuration, and P4 configuration.
  • the control research of the hybrid power system is mainly based on the normal operation of the high-voltage battery (power battery) in the industry, and the control strategy under the abnormal situation of the high-voltage battery is rarely studied.
  • the present invention is proposed to provide a control method and control system for a hybrid vehicle after battery failure that overcomes the above problems or at least partially solves the above problems, and a hybrid vehicle including the control system.
  • An object of the present invention is to provide a hybrid vehicle battery after a battery failure that enables the motor to smoothly enter the voltage control mode and runs smoothly by coordinating control of the power battery, the motor, the transmission and the engine before the power battery relay is disconnected. Control method and system.
  • a further object of the present invention is to further reduce the voltage fluctuation of the motor and make the motor run more smoothly by using different motor target voltages for voltage control before and after the relay is disconnected.
  • a still further object of the present invention is to use the difference between the driver's request torque and the actual torque of the motor as the engine's request torque, so that the engine can meet the driver's request and the low-voltage system charging request of the vehicle, so that even after the battery fails, the hybrid power
  • the vehicle can still continue to operate like a conventional vehicle, enhancing the safety and robustness of the vehicle.
  • a control method after a battery failure of a hybrid electric vehicle including:
  • the specific type of fault is a battery fault under which the electric motor of the hybrid vehicle can perform voltage control
  • the motor is controlled to enter a voltage control mode.
  • coordinately controlling the power battery, the engine, the transmission and the motor of the hybrid vehicle so that their operating states meet preset voltage control entry conditions including:
  • a gear of the transmission that selects a desired gear ratio according to the driver's requested torque is connected to the engine;
  • the electric motor is controlled to communicate with the engine, the torque of the electric motor is controlled to be within a preset torque range that is less than 0 and close to 0, and the rotational speed of the electric motor is adjusted to be within the preset rotational speed range.
  • coordinately controlling the power battery, the engine, the transmission and the motor of the hybrid vehicle so that their operating states meet a preset voltage control entry condition further comprising:
  • the cooling pump that controls the motor runs at maximum speed.
  • control method further includes:
  • the voltage closed-loop control is performed on the motor.
  • control method further includes:
  • the engine is controlled to output the required torque to the electric motor, so as to drive the electric motor to generate electricity to generate electric energy corresponding to the preset charging power.
  • control method further includes:
  • the voltage closed-loop control of the motor is performed until the hybrid vehicle stops running or the fault is repaired.
  • control method further includes:
  • the torque of the motor is reduced to 0, and the motor is controlled to exit the voltage control mode.
  • the closed-loop control is proportional-integral-derivative PID control.
  • control method further includes:
  • the engine operation is controlled according to the engine request torque to output torque to the transmission and the electric machine, so that the output torque of the engine is The wheel drive requirements and low voltage system charging requirements of the hybrid vehicle are met.
  • a control system after a battery failure of a hybrid electric vehicle including a vehicle controller, a motor controller, a transmission controller, an engine controller and a battery controller;
  • the battery controller is configured as:
  • the specific type of fault is a battery fault under which the electric motor of the hybrid vehicle can perform voltage control
  • the vehicle controller, the motor controller, the transmission controller, the engine controller and the battery controller are configured as:
  • the motor controller is also configured to:
  • the electric motor After the operating states of the power battery, the engine, the transmission and the electric motor satisfy a preset voltage control entry condition, the electric motor is controlled to enter a voltage control mode.
  • the battery controller is further configured to: if the fault is the specific type of fault, limit the peak power of charging and discharging of the power battery to a preset power limit, and send a fault signal to the vehicle controller;
  • the vehicle controller is further configured to: generate a corresponding control signal according to the fault signal and send it to the motor controller, the transmission controller and the engine controller;
  • the engine controller is further configured to: control the engine to be in a start state according to a control signal of the vehicle controller;
  • the transmission controller is further configured to: select a gear of the transmission with a required transmission ratio to be connected to the engine according to the control signal of the vehicle controller and the driver's request torque;
  • the motor controller is further configured to: control the motor to communicate with the engine according to the control signal of the vehicle controller, control the torque of the motor to be within a preset torque range less than 0 and close to 0, and adjust The rotational speed of the motor is within a preset rotational speed range.
  • control system further includes a cooling pump controller
  • the vehicle controller is further configured to: generate a corresponding control signal according to the fault signal and send it to the cooling pump controller;
  • the cooling pump controller is configured to: control the cooling pump of the motor to run at the maximum speed according to the control signal of the vehicle controller.
  • the motor controller is further configured to:
  • the current voltage of the motor is used as the target voltage, and the voltage closed-loop control is performed on the motor.
  • the motor controller is further configured to:
  • the vehicle controller is further configured to: generate an engine torque distribution signal according to the power generation request and send it to the engine controller;
  • the engine controller is further configured to: control the engine to output required torque to the electric motor according to the engine torque distribution signal, so as to drive the electric motor to generate electricity to generate electric energy corresponding to the preset charging power.
  • the battery controller is further configured to: after the motor controller uses the current voltage of the motor as the target voltage to perform voltage closed-loop control on the motor, disconnect when the preset time is reached the relay; and
  • the motor controller is further configured to: after the battery controller disconnects the relay, take the preset voltage target value of the motor as the target voltage, and perform closed-loop voltage control on the motor until the hybrid power The vehicle stops running or the fault is repaired.
  • the motor controller is further configured to:
  • the torque of the motor is reduced to 0, and the motor is controlled to exit the voltage control mode.
  • the engine controller is further configured to:
  • the motor controller controls the motor to enter the voltage control mode
  • the difference between the driver's request torque and the actual torque of the motor is used as the engine request torque
  • the engine is controlled to operate according to the engine request torque to output torque to the transmission and the electric machine so that the output torque of the engine meets the wheel drive requirements and low voltage system charging requirements of the hybrid vehicle.
  • a hybrid electric vehicle including the control system for the hybrid electric vehicle after battery failure described in any one of the foregoing.
  • the motor in the method and system for controlling a battery failure of a hybrid electric vehicle provided by the embodiments of the present invention, after monitoring the failure of the power battery, it is first determined whether it is a specific type of failure in which the motor can perform voltage control.
  • the fault of the power battery is a specific type of fault
  • the power battery, engine, transmission and motor of the hybrid vehicle are coordinated and controlled so that their operating states meet the preset voltage control entry conditions
  • control the motor to enter the voltage control mode. In this way, the motor can smoothly enter the voltage control and run smoothly, avoiding the battery overtemperature and serious voltage fluctuation caused by the direct voltage control of the motor after the power battery fails.
  • different motor target voltages are used for voltage control before and after the relay is disconnected. Specifically, the current voltage of the motor is used as the motor target voltage before the relay is disconnected, and the preset voltage target value of the motor is used after the relay is disconnected. target voltage. In this way, the voltage fluctuation of the motor can be further reduced, so that the motor runs more smoothly.
  • the output torque of the engine can meet the wheel drive requirements and the low-voltage system charging requirements of the hybrid vehicle, so that the engine can be used after the power battery fails.
  • the vehicle's driver request and low-voltage system charging request can still be satisfied, so that the hybrid vehicle can still continue to operate like a conventional vehicle, enhancing the safety and robustness of the vehicle.
  • FIG. 1 is a schematic structural diagram of a P2.5 configuration hybrid power system in the prior art
  • FIG. 2 is a schematic diagram of the ISG torque output path of the P2.5 configuration hybrid power system
  • FIG. 3 is a schematic diagram of the EFAD torque output path of the P2.5 configuration hybrid power system
  • FIG. 4 is a schematic flowchart of a control method after a battery failure of a hybrid electric vehicle according to an embodiment of the present invention
  • FIG. 5 is a schematic diagram of energy flow after the motor enters a voltage control mode according to an embodiment of the present invention
  • FIG. 6 is a schematic flowchart of a control method after a battery failure of a hybrid electric vehicle according to another embodiment of the present invention.
  • FIG. 7 is a schematic structural diagram of a control system after a battery failure of a hybrid vehicle according to an embodiment of the present invention.
  • FIG. 8 is a schematic diagram illustrating changes in the operating states of various components in the process from battery failure to motor voltage control according to an embodiment of the present invention.
  • the configuration of the hybrid system mainly includes the following: P2 configuration, P2.5 configuration and P3 configuration.
  • the characteristic of the P2.5 configuration is that the motor is integrated with the dual-clutch transmission.
  • the motor is connected to the even-numbered shaft of the dual-clutch transmission.
  • the motor is located after the clutch and before the gear.
  • a stepping gear is arranged between the transmission shaft and the motor. Used to increase motor speed.
  • the hybrid power system of P2.5 configuration has the advantages of simplified structure, simplified material, reduced weight, simple control, coordination of motor and clutch gear to reduce load, high system efficiency, and obvious fuel saving effect.
  • FIG. 1 is a schematic structural diagram of a P2.5 configuration hybrid power system in the prior art.
  • the P2.5 configuration hybrid system adopts a single motor, the power battery is connected to the motor, and the engine is connected to the odd-numbered shaft gears of the transmission through the first clutch C1 (ie 1, 3, 5, 7 in Figure 1). gear), connected to the motor through the second clutch C2, and further connected to the even-numbered shaft gears of the transmission (ie, R, 2, 4, and 6 gears in Figure 1).
  • the P2.5 configuration hybrid system has three torque output paths: Disengaged Path, ISG Path and EFAD Path.
  • the disconnected path means that the motor is disconnected from the even-numbered shaft gears of the engine and transmission, as shown in Figure 1.
  • the ISG path means that the motor is connected to the engine through the second clutch C2. At the same time, the motor is disconnected from the even-numbered shaft gears of the transmission, and the engine is connected to the odd-numbered shaft gears of the transmission through the first clutch C1. as shown in picture 2. At this time, part of the torque of the engine is output to the motor, and the other part is output to the wheel end through the odd-numbered shaft gear of the transmission.
  • the EFAD path means that the motor is directly connected to the even-numbered shaft gears (R, 2, 4, and 6) of the transmission for boosting or charging, and the motor is disconnected from the engine. At this time, the torque of the motor is output to the wheel end through the even-numbered shaft gear of the transmission.
  • the present invention proposes a control method after battery failure of a hybrid electric vehicle.
  • the control method of the present invention can be applied to a hybrid vehicle having the aforementioned P2.5 configuration hybrid system.
  • FIG. 4 shows a schematic flowchart of a control method after a battery failure of a hybrid electric vehicle according to an embodiment of the present invention.
  • the control method after the battery of the hybrid electric vehicle fails may at least include the following steps S402 to S408.
  • Step S402 after monitoring the failure of the power battery, determine whether the failure is a specific type of failure.
  • a specific type of failure is a battery failure under which the electric motor of a hybrid vehicle can be voltage controlled. If yes, step S404 is executed.
  • Step S404 setting the relay of the power battery to be disconnected after a preset time.
  • Step S406 before the relay is turned off, coordinately control the power battery, engine, transmission and motor of the hybrid vehicle so that their operating states meet the preset voltage control entry conditions.
  • Step S408 the motor is controlled to enter the voltage control mode.
  • the control method after battery failure of the hybrid electric vehicle After monitoring the failure of the power battery, it is first determined whether it is a specific type of failure in which the voltage of the motor can be controlled.
  • the fault of the power battery is a specific type of fault
  • the power battery, engine, transmission and motor of the hybrid vehicle are coordinated and controlled so that their operating states meet the preset voltage control entry conditions
  • control the motor to enter the voltage control mode. In this way, the motor can smoothly enter the voltage control and run smoothly, avoiding the battery overtemperature and serious voltage fluctuation caused by the direct voltage control of the motor after the power battery fails.
  • UDC Voltage of Direct Current, direct current voltage
  • a UDC fault is a non-serious battery fault, under such a fault, the power battery
  • the relay can be opened after a certain time (eg, a few seconds) after a battery failure is detected, and the motor can go into voltage control mode.
  • fault monitoring and type judgment of the power battery can be performed through the BMS (Battery Management System, battery management system) of the hybrid vehicle.
  • a failure signal can also be sent to remind the user.
  • the power battery failure is first classified in the embodiment of the present invention.
  • power battery faults can be divided into UDC faults (ie, specific types of faults) and non-UDC faults (ie, non-specific types of faults).
  • the characteristics of the UDC failure are as described above, and may specifically include slight overheating of the battery, slight insulation failure of the battery, and the like.
  • Non-UDC faults are generally more serious battery faults. Under such faults, the relay of the power battery will be directly disconnected, and the motor cannot perform voltage control.
  • a UDC fault set can be established, and the set can include fault codes or text descriptions of various UDC fault types. After monitoring the fault of the power battery (represented by a fault code or text description, etc.), match the monitored fault with the UDC fault set. If the monitored fault matches a certain fault type in the UDC fault set, judge The detected fault is a UDC fault.
  • step S404 if the failure of the power battery is a specific type of failure (ie UDC failure), the relay for setting the power battery to be turned off after a preset time, this setting is done by the BMS system.
  • the preset time can be set according to actual application requirements, for example, can be set to 5s.
  • the motor In the normal operating state of the hybrid vehicle, the motor generally works in the torque control mode.
  • the bus voltage can easily exceed the threshold and cause an overvoltage fault, so it is necessary to request the motor to enter the motor control.
  • the voltage of the motor is directly controlled, it is easy to cause problems such as overheating of the battery and serious voltage fluctuations.
  • the embodiment of the present invention performs coordinated control on the power battery, the engine, the transmission and the motor of the hybrid vehicle in step S406, so that after their operating states meet the preset voltage control entry conditions, Then control the motor into voltage control instead of directly letting the motor into voltage control.
  • step S406 may specifically include the following steps:
  • the preset power limit can be set according to the performance parameters of the power battery, for example, set to 7kW.
  • the gear of the transmission that selects the desired gear ratio according to the torque requested by the driver is connected to the engine.
  • the driver-requested torque here refers to the torque requested at the wheel side of the vehicle.
  • controlling the motor to communicate with the engine controlling the torque of the motor to be within a preset torque range that is less than 0 and close to 0, and adjusting the rotational speed of the motor to be within the preset rotational speed range.
  • the preset torque range can be set according to the actual application requirements, for example, set to [-7Nm,0Nm].
  • the torque of the motor can be controlled at about -5Nm.
  • the preset speed range can be set according to the performance parameters of the actual motor, for example, set at 1000-5000rpm.
  • steps (c) and (d) may be embodied as: first, prohibiting the requesting EFAD path (ie, prohibiting the use of even-numbered axle gears of the transmission to connect the motor to the wheel end Connect, and request to connect the ISG path, that is, the second clutch C2 is closed, the motor is connected to the engine, and the first clutch C1 is closed, the odd axle gear of the appropriate transmission is selected, and the engine is connected to the wheel end so that the engine can meet the driving conditions.
  • the operator requests torque.
  • put the motor into torque mode unload the motor torque to near 0, such as the value within -7Nm to 0Nm, preferably around -5Nm.
  • the operating state of the motor may further include the rotational speed of a cooling pump (eg, a water pump) of the motor.
  • step S406 may further include the following step: controlling the cooling pump of the motor to run at the maximum rotational speed. By controlling the rotational speed of the cooling pump of the motor at the maximum rotational speed, the cooling measures for the motor can be ensured, the temperature of the motor can be controlled, and the overheating of the motor can be prevented.
  • step S408 is executed to make the motor enter the voltage control mode.
  • FIG. 5 shows a schematic diagram of the energy flow after the motor enters a voltage control mode according to an embodiment of the present invention. As shown in Figure 5, the motor enters the voltage control mode. After the relay of the power battery is disconnected, the engine drives the motor through the ISG path as a generator to generate electricity. ) electrical system to supply power, so that the hybrid vehicle can continue to be used after the power battery fails, and the driving distance of the vehicle can be extended.
  • the DCDC converter can use a combined inverter and a DCDC converter module (Combined Inverter and DC/DC converter, CIDD).
  • the control method may further include the following step S410: using the current voltage of the motor (ie the current motor The high-voltage terminal voltage) is used as the target voltage, and the voltage closed-loop control is performed on the motor, thereby controlling the torque of the motor.
  • the current voltage of the motor ie the current motor The high-voltage terminal voltage
  • the voltage closed-loop control is performed on the motor, thereby controlling the torque of the motor.
  • step S410 it is also possible to control the engine to output the required torque to the motor according to the preset charging power, so as to drive the motor to generate electricity corresponding to the preset charging power. of electrical energy.
  • the preset charging power can be set according to actual application requirements, which is not specifically limited in the present invention.
  • the motor voltage stability can be further improved by supplying a certain charging power to the motor through the motor during the closed-loop control process of the motor voltage before the relay is turned off to drive the motor to generate electricity.
  • control method may further include the following steps S412 and S414.
  • Step S412 the relay is turned off when the preset time is reached.
  • Step S414 taking the preset voltage target value of the motor as the target voltage, and performing closed-loop voltage control on the motor until the hybrid vehicle stops running or the fault is repaired.
  • the preset voltage target value here can be set according to the rated voltage of the power battery, for example, set at 250V.
  • the state of the relay can be monitored in real time to determine whether the relay has been disconnected. If the relay is still not disconnected, go back to step S410, and if the relay is disconnected, go to step S414.
  • Voltage control is performed by using different motor target voltages before and after the relay is turned off. Specifically, the current voltage of the motor is used as the motor target voltage before the relay is turned off, and the preset voltage target value of the motor is used as the target voltage after the relay is turned off. , which can further reduce the voltage fluctuation of the motor and make the motor run more smoothly.
  • the voltage control of the motor may also be monitored. Specifically, in the process of executing step S414, the difference between the actual voltage of the motor and the preset voltage target value is monitored; if the duration for which the difference exceeds the preset voltage threshold exceeds the preset time threshold, the torque of the motor is reduced to 0, and control the motor to exit the voltage control mode.
  • Both the preset voltage threshold and the preset time threshold can be set according to actual application requirements. For example, the preset voltage threshold can be set to 20V, and the preset time threshold can be set to 2s.
  • the torque of the motor can be gradually reduced (ie ramped) to 0 with a specific slope.
  • a fault prompt signal can also be issued to remind the user.
  • the closed-loop control in the aforementioned steps S410 and S414 may adopt PID (Proportional-Integral-Derivative, proportional-integral-derivative) control.
  • PID Proportional-Integral-Derivative, proportional-integral-derivative
  • the control method may further include the following step S416: taking the difference between the driver's request torque and the actual torque of the motor as the engine request torque, and controlling the engine operation according to the engine request torque
  • the output torque is sent to the transmission and the electric motor, so that the output torque of the engine meets the wheel drive requirements and low voltage system charging requirements of the hybrid vehicle.
  • the motor After the motor enters the voltage control mode, the motor generates electricity under the drive of the engine. At this time, the actual torque of the motor is negative, and the torque requested by the driver can be negative or positive according to the different driving states of the vehicle.
  • the motor's actual torque can be used as an additional request compensation torque of the engine in addition to the driver's request torque.
  • the hybrid vehicle can still run like a traditional vehicle after the power battery failure occurs, and the motor can smoothly enter the voltage control mode and run smoothly.
  • This assisted driving mode keeps the vehicle running, enhancing the safety and robustness of the vehicle.
  • the present invention also proposes a control system after battery failure of a hybrid vehicle.
  • the control system is also applicable to a hybrid vehicle having the aforementioned P2.5 configuration hybrid system.
  • FIG. 7 shows a schematic structural diagram of a control system after a battery failure of a hybrid vehicle according to an embodiment of the present invention.
  • the control system may at least include a vehicle controller 1 , a motor controller 2 , a transmission controller 3 , an engine controller 4 and a battery controller 5 .
  • the battery controller 5 (which can be a BMS) is connected to the power battery, and is configured to, after monitoring the failure of the power battery, determine whether the fault is a specific type of fault, wherein the specific type of fault is that the electric motor of the hybrid vehicle can perform voltage under it. Controlled battery failure. If the fault is a specific type of fault, the battery controller 5 sets the relay of the power battery to open after a preset time.
  • the preset time can be set by the battery controller 5 and the vehicle controller 1 according to actual application requirements, for example, can be set to 5s.
  • the motor controller 2 may be an MCU (Microcontroller unit, microcontroller), which is connected to the motor.
  • a transmission controller 3 Transmission Control Unit, TCU
  • the engine controller 4 may be an ECU (Electronic Control Unit, electronic control unit), which is connected to the engine.
  • the vehicle controller 1 Vehicle Control Unit, VCU
  • the vehicle controller 1, the motor controller 2, the transmission controller 3, the engine controller 4 and the battery controller 5 are configured to coordinately control the power battery, the engine, the transmission and the motor of the hybrid vehicle before the relay is disconnected, so that the Their operating states meet preset voltage control entry conditions.
  • the motor controller 2 is further configured to control the motor to enter the voltage control mode after the operating states of the power battery, the engine, the transmission and the motor satisfy the preset voltage control entry conditions.
  • the battery controller 5 is further configured to: if the fault is a specific type of fault, limit the charging and discharging peak power of the power battery to a preset power limit, and send a fault signal to the vehicle controller 1 .
  • the vehicle controller 1 is further configured to: generate corresponding control signals according to the fault signal and send them to the motor controller 2 , the transmission controller 3 and the engine controller 4 .
  • the engine controller 4 is further configured to: control the engine to be in a start state according to the control signal of the vehicle controller 1 .
  • the transmission controller 3 is further configured to select the gear of the transmission with the required gear ratio according to the control signal of the vehicle controller 1 and the torque requested by the driver to connect to the engine.
  • the motor controller 2 is further configured to: control the motor to communicate with the engine according to the control signal of the vehicle controller 1, control the torque of the motor to be within a preset torque range less than 0 and close to 0, and adjust the speed of the motor to the preset speed range Inside.
  • the vehicle controller 1 sends an engine start request to the engine controller 4, and the engine controller 4 controls the engine to be in a start state according to the engine start request.
  • the vehicle controller 1 prohibits the EFAD path of the requesting motor and requests the ISG path of the motor, and then the vehicle controller 1 sends a torque control mode request and a torque control command to the motor controller 2, and the motor controller 2 controls the motor to communicate with the engine, and
  • the torque of the control motor is within a preset torque range that is less than 0 and close to 0.
  • the vehicle controller 1 also sends a rotational speed control command to the motor controller 2, and the motor controller 2 limits the motor rotational speed within a preset rotational speed range according to the rotational speed control command.
  • the vehicle controller 1 sends an odd-numbered shaft gear request to the transmission controller 3, and the transmission controller 3 selects the odd-numbered shaft gear of the transmission with the required gear ratio and connects to the engine according to the odd-numbered shaft gear request and the driver's request torque.
  • control system may also include a cooling pump controller (not shown in Figure 7).
  • the cooling pump controller is connected with the vehicle controller 1 .
  • the vehicle controller 1 is further configured to: generate a corresponding control signal according to the fault signal and send it to the cooling pump controller.
  • the cooling pump controller is configured to: control the cooling pump of the motor to run at the maximum speed according to the control signal (specifically, the cooling pump speed control command) of the vehicle controller 1 .
  • the motor controller 2 may be further configured to: after controlling the motor to enter the voltage control mode and before the relay is turned off, use the current voltage of the motor as the target voltage to perform voltage closed-loop control on the motor.
  • the motor controller 2 is further configured to send a power generation request to the vehicle controller 1 according to the preset charging power during the process of performing voltage closed-loop control on the motor with the current voltage of the motor as the target voltage.
  • the vehicle controller 1 is further configured to: generate an engine torque distribution signal according to the power generation request and send it to the engine controller 4 .
  • the engine controller 4 is further configured to: control the engine to output the required torque to the motor according to the engine torque distribution signal, so as to drive the motor to generate electricity to generate electric energy corresponding to the preset charging power.
  • the battery controller 5 is further configured to: after the motor controller 2 uses the current voltage of the motor as the target voltage to perform voltage closed-loop control on the motor, disconnect the relay when a preset time is reached.
  • the motor controller 2 is further configured to: after the battery controller 5 disconnects the relay, use the preset voltage target value of the motor as the target voltage to perform voltage closed-loop control on the motor until the hybrid vehicle stops running or the fault is repaired.
  • the motor controller 2 is further configured to monitor the difference between the actual voltage of the motor and the preset voltage target value during the process of performing closed-loop voltage control of the motor by taking the preset voltage target value of the motor as the target voltage. value; if the duration of the difference exceeding the preset voltage threshold exceeds the preset time threshold, the torque of the motor is reduced to 0, and the motor is controlled to exit the voltage control mode.
  • the engine controller 4 is further configured to: after the motor controller 2 controls the motor to enter the voltage control mode, use the difference between the driver's request torque and the actual torque of the motor as the engine request torque, and control the engine according to the engine request torque Operates to output torque to the transmission and electric machine so that the output torque of the engine meets the wheel drive requirements and low voltage system charging requirements of the hybrid vehicle.
  • FIG. 8 is a schematic diagram illustrating the change of the operating states of various components in the process from battery failure to motor voltage control according to a specific embodiment of the present invention.
  • the horizontal axis in FIG. 8 represents time (unit is s).
  • This specific embodiment is a real vehicle test example, and the initial vehicle test condition is that the vehicle runs in a pure electric mode.
  • the battery has a UDC failure and sends a VCU failure signal.
  • the VCU receives the fault signal, and sends the engine start request to the ECU, and starts the engine through the clutch.
  • the motor torque compensates for the loss torque of the clutch start.
  • the engine started successfully the engine started successfully.
  • the motor EFAD torque output path is disabled, and the VCU sends the motor speed control mode request and the motor speed request to the MCU at 81.7s. Then at 81.8s, the MCU receives the request signal, changes the motor mode to the speed mode, and starts to synchronize the motor speed with the target speed. After the motor speed is equal to the target speed for 82s, the motor path becomes the ISG path.
  • the VCU sends a torque control mode request to the MCU, requesting to control the motor torque to about -5Nm.
  • the VCU sends a voltage control mode request to the MCU.
  • the MCU controls the motor to enter the voltage control.
  • the MCU uses the current motor voltage as the target voltage to keep the motor voltage at the current level.
  • the battery relay is disconnected, and the voltage drop during the disconnection of the relay is within a safe range.
  • the high-voltage bus is controlled by the MCU alone, powered by the MCU, and the voltage is maintained at about 250V.
  • the motor speed is changed between 1000-3500rpm by the accelerator, and the 12V load is changed by turning on and off the air conditioner, lights, wipers, etc.
  • the test results of the whole vehicle show that after the failure of the power battery, the motor voltage is in a good safety range before the motor enters the voltage control mode. After the motor enters the voltage control mode, the 12V voltage is stable, and the whole vehicle can run stably.
  • the present invention also proposes a hybrid vehicle, which includes the control system for a battery failure of the hybrid vehicle described in any of the foregoing embodiments or a combination of embodiments.
  • the embodiments of the present invention can achieve the following beneficial effects:
  • the motor In the method and system for controlling a battery failure of a hybrid electric vehicle provided by the embodiments of the present invention, after monitoring the failure of the power battery, it is first determined whether it is a specific type of failure in which the motor can perform voltage control.
  • the fault of the power battery is a specific type of fault
  • the power battery, the engine, the transmission and the motor of the hybrid vehicle are coordinated and controlled so that their operating states meet the preset voltage control entry conditions
  • control the motor to enter the voltage control mode. In this way, the motor can smoothly enter the voltage control and run smoothly, avoiding the battery overtemperature and serious voltage fluctuation caused by the direct voltage control of the motor after the power battery fails.
  • different motor target voltages are used for voltage control before and after the relay is disconnected. Specifically, the current voltage of the motor is used as the motor target voltage before the relay is disconnected, and the preset voltage target value of the motor is used after the relay is disconnected. target voltage. In this way, the voltage fluctuation of the motor can be further reduced, so that the motor runs more smoothly.
  • the output torque of the engine can meet the wheel drive requirements and the low-voltage system charging requirements of the hybrid vehicle, so that the engine can be disabled after the power battery fails.
  • the vehicle's driver request and low-voltage system charging request can still be satisfied, so that the hybrid vehicle can still continue to operate like a conventional vehicle, enhancing the safety and robustness of the vehicle.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Power Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • General Health & Medical Sciences (AREA)
  • Automation & Control Theory (AREA)
  • Biomedical Technology (AREA)
  • Health & Medical Sciences (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

一种混合动力车辆电池故障后的控制方法和系统以及混合动力车辆。该控制方法包括：在监测到动力电池发生故障后，判断故障是否为特定类型故障，其中，特定类型故障为混合动力车辆的电机在其下可进行电压控制的电池故障（S402）；若是，设置动力电池的继电器在预设时间后断开（S404）；在继电器断开前，协调控制混合动力车辆的动力电池、发动机、变速器和电机，使它们的运行状态满足预设的电压控制进入条件（S406）；控制电机进入电压控制模式（S408）。可使电机顺利进入电压控制且运行平稳，避免在动力电池故障后直接进行电机的电压控制而导致的电池超温、电压波动严重等问题。

Description

一种混合动力车辆及其电池故障后的控制方法和系统 技术领域
本发明涉及车辆技术领域，特别是涉及一种混合动力车辆电池故障后的控制方法和控制系统以及包括该控制系统的混合动力车辆。
背景技术
混合动力技术是实现车辆的节能减排的关键技术。根据电机相对于传统动力系统的位置，单电机混合动力系统分为以下几种：P0构型、P1构型、P2构型、P2.5构型、P3构型、P4构型。目前，行业内主要基于高压电池(动力电池)正常工作情况下对混合动力系统进行控制研究，对于高压电池异常情况下的控制策略则研究很少。
现有技术中出现了在高压电池异常情况下，在电池继电器断开后对混合动力车辆的跛行控制策略。申请号为CN202010515107.5的专利申请揭示了在动力电池发生故障的情况下，电池继电器断开后，在离合器闭合情况下，启动高压预充自检建立高压电压的处理措施，该方案涉及电机的高压预充，比较复杂。然而，目前还没有在电池继电器断开之前对车辆进行有效控制，以使电机在电池故障后顺利进入电压控制的方案。
发明内容
鉴于上述问题，提出了本发明以便提供一种克服上述问题或者至少部分地解决上述问题的混合动力车辆电池故障后的控制方法和控制系统以及包括该控制系统的混合动力车辆。
本发明的一个目的在于提供一种通过在动力电池的继电器断开之前对动力电池、电机、变速器和发动机进行协调控制，使电机能够顺利进入电压控制模式且运行平稳的混合动力车辆电池故障后的控制方法和系统。
本发明的一个进一步的目的在于通过在继电器断开前后采用不同的电机目标电压进行电压控制，进一步减小电机的电压波动，使电机运行更平稳。
本发明的一个再进一步的目的在于以驾驶员请求扭矩与电机的实际扭矩之差作为发动机请求扭矩，使发动机能够满足车辆的驾驶员请求和低压系统充电请求，从而使得即使电池故障后，混合动力车辆仍然能像传统车辆一 样继续运行，增强了车辆的安全性和鲁棒性。
特别地，根据本发明实施例的一方面，提供了一种混合动力车辆电池故障后的控制方法，包括：
在监测到动力电池发生故障后，判断所述故障是否为特定类型故障，其中，所述特定类型故障为所述混合动力车辆的电机在其下可进行电压控制的电池故障；
若是，设置所述动力电池的继电器在预设时间后断开；
在所述继电器断开前，协调控制所述混合动力车辆的所述动力电池、发动机、变速器和所述电机，使它们的运行状态满足预设的电压控制进入条件；
控制所述电机进入电压控制模式。
可选地，协调控制所述混合动力车辆的所述动力电池、发动机、变速器和所述电机，使它们的运行状态满足预设的电压控制进入条件，包括：
将所述动力电池的充放电峰值功率限制在预设功率限值；
控制所述发动机处于启动状态；
根据驾驶员请求扭矩选择所需传动比的所述变速器的档位与所述发动机连接；
控制所述电机与所述发动机连通，控制所述电机的扭矩在小于0且接近0的预设扭矩范围内，并调节所述电机的转速至预设转速范围内。
可选地，协调控制所述混合动力车辆的所述动力电池、发动机、变速器和所述电机，使它们的运行状态满足预设的电压控制进入条件，还包括：
控制所述电机的冷却泵以最大转速运行。
可选地，在控制所述电机进入电压控制模式后，且所述继电器断开前，所述控制方法还包括：
以所述电机的当前电压作为目标电压，对所述电机进行电压闭环控制。
可选地，在以所述电机的当前电压作为目标电压，对所述电机进行电压闭环控制的过程中，所述控制方法还包括：
根据预设充电功率，控制所述发动机向所述电机输出所需扭矩，以驱动所述电机发电产生与所述预设充电功率相应的电能。
可选地，在以所述电机的当前电压作为目标电压，对所述电机进行电压闭环控制之后，所述控制方法还包括：
在到达所述预设时间时断开所述继电器；
以所述电机的预设电压目标值作为目标电压，对所述电机进行电压闭环控制，直至所述混合动力车辆停止运行或所述故障修复。
可选地，在以所述电机的预设电压目标值作为目标电压，对所述电机进行电压闭环控制的过程中，所述控制方法还包括：
监测所述电机的实际电压与所述预设电压目标值的差值；
若所述差值超过预设电压阈值的持续时间超过预设时间阈值，则将所述电机的扭矩降至0，并控制所述电机退出所述电压控制模式。
可选地，所述闭环控制为比例积分微分PID控制。
可选地，在控制所述电机进入电压控制模式后，所述控制方法还包括：
以驾驶员请求扭矩与所述电机的实际扭矩之差作为发动机请求扭矩，根据所述发动机请求扭矩控制所述发动机运行以输出扭矩至所述变速器和所述电机，以使所述发动机的输出扭矩满足所述混合动力车辆的车轮驱动需求和低压系统充电需求。
根据本发明实施例的另一方面，还提供了一种混合动力车辆电池故障后的控制系统，包括整车控制器、电机控制器、变速器控制器、发动机控制器和电池控制器；其中
所述电池控制器配置为：
在监测到动力电池发生故障后，判断所述故障是否为特定类型故障，其中，所述特定类型故障为所述混合动力车辆的电机在其下可进行电压控制的电池故障；
若是，设置所述动力电池的继电器在预设时间后断开；
所述整车控制器、所述电机控制器、所述变速器控制器、所述发动机控制器和所述电池控制器配置为：
在所述继电器断开前，协调控制所述混合动力车辆的所述动力电池、发动机、变速器和所述电机，使它们的运行状态满足预设的电压控制进入条件；并且
所述电机控制器还配置为：
在所述动力电池、所述发动机、所述变速器和所述电机的运行状态满足预设的电压控制进入条件后，控制所述电机进入电压控制模式。
可选地，所述电池控制器还配置为：若所述故障为所述特定类型故障，则将所述动力电池的充放电峰值功率限制在预设功率限值，并发送故障信号 至所述整车控制器；
所述整车控制器还配置为：根据所述故障信号生成相应的控制信号发送至所述电机控制器、所述变速器控制器和所述发动机控制器；
所述发动机控制器还配置为：根据所述整车控制器的控制信号控制所述发动机处于启动状态；
所述变速器控制器还配置为：根据所述整车控制器的控制信号和驾驶员请求扭矩选择所需传动比的所述变速器的档位与所述发动机连接；并且
所述电机控制器还配置为：根据所述整车控制器的控制信号控制所述电机与所述发动机连通，控制所述电机的扭矩在小于0且接近0的预设扭矩范围内，并调节所述电机的转速至预设转速范围内。
可选地，所述控制系统还包括冷却泵控制器；
所述整车控制器还配置为：根据所述故障信号生成相应的控制信号发送至所述冷却泵控制器；并且
所述冷却泵控制器配置为：根据所述整车控制器的控制信号控制所述电机的冷却泵以最大转速运行。
可选地，所述电机控制器还配置为：
在控制所述电机进入电压控制模式后，且所述继电器断开前，以所述电机的当前电压作为目标电压，对所述电机进行电压闭环控制。
可选地，所述电机控制器还配置为：
在以所述电机的当前电压作为目标电压，对所述电机进行电压闭环控制的过程中，根据预设充电功率向所述整车控制器发送发电请求；
所述整车控制器还配置为：根据所述发电请求生成发动机扭矩分配信号发送至所述发动机控制器；
所述发动机控制器还配置为：根据所述发动机扭矩分配信号控制所述发动机向所述电机输出所需扭矩，以驱动所述电机发电产生与所述预设充电功率相应的电能。
可选地，所述电池控制器还配置为：在所述电机控制器以所述电机的当前电压作为目标电压，对所述电机进行电压闭环控制之后，在到达所述预设时间时断开所述继电器；并且
所述电机控制器还配置为：在所述电池控制器断开所述继电器后，以所述电机的预设电压目标值作为目标电压，对所述电机进行电压闭环控制，直 至所述混合动力车辆停止运行或所述故障修复。
可选地，所述电机控制器还配置为：
在以所述电机的预设电压目标值作为目标电压，对所述电机进行电压闭环控制的过程中，监测所述电机的实际电压与所述预设电压目标值的差值；
若所述差值超过预设电压阈值的持续时间超过预设时间阈值，则将所述电机的扭矩降至0，并控制所述电机退出所述电压控制模式。
可选地，所述发动机控制器还配置为：
在所述电机控制器控制所述电机进入电压控制模式后，以驾驶员请求扭矩与所述电机的实际扭矩之差作为发动机请求扭矩，根据所述发动机请求扭矩控制所述发动机运行以输出扭矩至所述变速器和所述电机，以使所述发动机的输出扭矩满足所述混合动力车辆的车轮驱动需求和低压系统充电需求。
根据本发明实施例的再一方面，还提供了一种混合动力车辆，包括前文任一项所述的混合动力车辆电池故障后的控制系统。
本发明实施例提供的混合动力车辆电池故障后的控制方法和系统中，在监测到动力电池发生故障后，首先判断是否为电机可进行电压控制的特定类型故障。在动力电池的故障为特定类型故障的情况下，在动力电池的继电器断开前，协调控制混合动力车辆的动力电池、发动机、变速器和电机，使它们的运行状态满足预设的电压控制进入条件后，再控制电机进入电压控制模式。通过这种方式，可使电机顺利进入电压控制且运行平稳，避免在动力电池故障后直接进行电机的电压控制而导致的电池超温、电压波动严重等问题。
进一步地，在继电器断开前后采用不同的电机目标电压进行电压控制，具体地，在继电器断开前以电机的当前电压作为电机目标电压，在继电器断开后以电机的预设电压目标值作为目标电压。如此，可进一步减小电机的电压波动，使电机运行更平稳。
进一步地，通过以驾驶员请求扭矩与电机的实际扭矩之差作为发动机请求扭矩，使发动机的输出扭矩满足混合动力车辆的车轮驱动需求和低压系统充电需求，能够在动力电池发生故障后，使发动机仍然能够满足车辆的驾驶员请求和低压系统充电请求，从而使得混合动力车辆仍然能像传统车辆一样继续运行，增强了车辆的安全性和鲁棒性。
上述说明仅是本发明技术方案的概述，为了能够更清楚了解本发明的技术手段，而可依照说明书的内容予以实施，并且为了让本发明的上述和其它 目的、特征和优点能够更明显易懂，以下特举本发明的具体实施方式。
根据下文结合附图对本发明具体实施例的详细描述，本领域技术人员将会更加明了本发明的上述以及其他目的、优点和特征。
附图说明
后文将参照附图以示例性而非限制性的方式详细描述本发明的一些具体实施例。附图中相同的附图标记标示了相同或类似的部件或部分。本领域技术人员应该理解，这些附图未必是按比例绘制的。附图中：
图1为现有技术的一种P2.5构型混合动力系统的结构示意图；
图2为P2.5构型混合动力系统的ISG扭矩输出路径的示意图；
图3为P2.5构型混合动力系统的EFAD扭矩输出路径的示意图；
图4为根据本发明一个实施例的混合动力车辆电池故障后的控制方法的流程示意图；
图5为根据本发明一个实施例的电机进入电压控制模式后能量流向的示意图；
图6为根据本发明另一个实施例的混合动力车辆电池故障后的控制方法的流程示意图；
图7为根据本发明一个实施例的混合动力车辆电池故障后的控制系统的结构示意图；
图8为根据本发明一个具体实施例的从电池故障到电机电压控制的过程中各部件的运行状态的变化示意图。
具体实施方式
下面将参照附图更详细地描述本公开的示例性实施例。虽然附图中显示了本公开的示例性实施例，然而应当理解，可以以各种形式实现本公开而不应被这里阐述的实施例所限制。相反，提供这些实施例是为了能够更透彻地理解本公开，并且能够将本公开的范围完整的传达给本领域的技术人员。
目前混合动力系统的构型主要有以下几种：P2构型、P2.5构型和P3构型。P2.5构型的特点是将电机与双离合变速器集成为一体，电机连接在双离合变速器的偶数轴上，电机位于离合器之后、档位之前，在变速器轴和电机之间设置有步进齿轮用来提高电机转速。P2.5构型的混合动力系统具有结构简化、材料简化、重量减轻、控制简单，电机与离合器挡位配合从而减小负 荷，系统效率高，节油效果明显等优点。
图1为现有技术的一种P2.5构型混合动力系统的结构示意图。如图1所示，P2.5构型混合动力系统采用单电机，动力电池与电机相连，发动机通过第一离合器C1与变速器的奇数轴档位(即图1中的1,3,5,7档)相连，通过第二离合器C2与电机相连，并进而与变速器的偶数轴档位(即图1中的R,2,4,6档)相连。P2.5构型混合动力系统具有三种扭矩输出路径：断开路径(Disengaged Path)、ISG路径和EFAD路径。断开路径是指电机与发动机和变速器的偶数轴档位之间都是断开的，如图1所示的状态。ISG路径是指电机通过第二离合器C2与发动机相连通，同时，电机与变速器的偶数轴档位之间是断开连接的，发动机则通过第一离合器C1与变速器的奇数轴档位相连通，如图2所示。此时，发动机的扭矩一部分输出至电机，另一部分通过变速器的奇数轴档位输出至车轮端。EFAD路径是指电机直接与变速器的偶数轴档位(R,2,4,6档)相连进行助力或充电，并且电机与发动机之间是断开的。此时，电机的扭矩通过变速器的偶数轴档位输出至车轮端。
目前行业内对于P2.5构型混合动力系统在动力电池(也可称高压电池)异常情况下的控制策略研究较少，已有的技术主要集中在动力电池的继电器断开后的跛行控制策略的研究，但还没有在电池继电器断开之前对车辆进行有效控制，以使电机在电池故障后顺利进入电压控制的方案。
为解决上述技术问题，本发明提出了一种混合动力车辆电池故障后的控制方法。本发明的控制方法可适用于具有前述P2.5构型混合动力系统的混合动力车辆。
图4示出了根据本发明一个实施例的混合动力车辆电池故障后的控制方法的流程示意图。参见图1所示，该混合动力车辆电池故障后的控制方法至少可以包括以下步骤S402至步骤S408。
步骤S402，在监测到动力电池发生故障后，判断故障是否为特定类型故障。特定类型故障为混合动力车辆的电机在其下可进行电压控制的电池故障。若是，则执行步骤S404。
步骤S404，设置动力电池的继电器在预设时间后断开。
步骤S406，在继电器断开前，协调控制混合动力车辆的动力电池、发动机、变速器和电机，使它们的运行状态满足预设的电压控制进入条件。
步骤S408，控制电机进入电压控制模式。
本发明实施例提供的混合动力车辆电池故障后的控制方法中，在监测到动力电池发生故障后，首先判断是否为电机可进行电压控制的特定类型故障。在动力电池的故障为特定类型故障的情况下，在动力电池的继电器断开前，协调控制混合动力车辆的动力电池、发动机、变速器和电机，使它们的运行状态满足预设的电压控制进入条件后，再控制电机进入电压控制模式。通过这种方式，可使电机顺利进入电压控制且运行平稳，避免在动力电池故障后直接进行电机的电压控制而导致的电池超温、电压波动严重等问题。
上文步骤S402中提及的特定类型故障也可称为UDC(Voltage of Direct Current，直流电压)故障，其具有如下特征：UDC故障为非严重的电池故障，在此类故障下，动力电池的继电器可在发现电池故障之后的一定时间(如几秒)后再断开，且电机可以进入电压控制模式。本步骤中可通过混合动力车辆的BMS(Battery Management System，电池管理系统)进行动力电池的故障监测以及类型判断。另外，在监测到动力电池发生故障后，还可以发出故障信号对用户进行提醒。
进一步地，为了便于对电池故障的类型进行判断，本发明的实施例中首先对动力电池故障进行分类。一般地，可将动力电池故障分为UDC故障(即特定类型故障)和非UDC故障(即非特定类型故障)。UDC故障的特征如前所述，具体地可以包括电池轻微过热、电池轻度绝缘故障等。非UDC故障一般是比较严重的电池故障，在此类故障下，动力电池的继电器会直接断开，而电机也无法进行电压控制。
在实际应用中，可以建立UDC故障集合，该集合中可以包括各种UDC故障类型的故障码或文字描述等。在监测到动力电池的故障(以故障码或文字描述等表示)后，将监测到的故障与UDC故障集合进行匹配，若监测到的故障与UDC故障集合中的某一故障类型匹配，则判断监测到的故障为UDC故障。
通过对动力电池故障进行分类，并基于分类判断监测到的动力电池故障的类型，可以针对不同的动力电池故障进行合理有效的控制，增强车辆的安全性。
上文步骤S404中，若动力电池发生的故障为特定类型故障(即UDC故障)，则设置动力电池的继电器在预设时间后断开，此设置由BMS系 统完成。该预设时间可以根据实际应用需求进行设置，例如，可以设置为5s。
在混合动力汽车正常运行状态下，电机一般工作在扭矩控制模式。然而，在动力电池发生UDC故障后，由于缺少动力电池作为能量缓冲装置，若电机继续工作在扭矩控制模式，母线电压很容易超出阈值导致过压故障，因此需要请求电机进入电机控制。但是，如果直接对电机进行电压控制，容易导致电池超温、电压上下波动严重等问题。为了使电机顺利进入电压控制，本发明的实施例在步骤S406中通过对混合动力车辆的动力电池、发动机、变速器和电机进行协调控制，使它们的运行状态满足预设的电压控制进入条件后，再控制电机进入电压控制，而非直接让电机进入电压控制。
动力电池、发动机、变速器和电机的运行状态可包括电机模式、电机扭矩、电机转速、发动机状态、动力电池的充放电功率等。在一个实施例中，步骤S406可以具体包括以下多个步骤：
(a)将动力电池的充放电峰值功率限制在预设功率限值。预设功率限值可以根据动力电池的性能参数进行设置，例如，设置为7kW。
(b)控制发动机处于启动状态。具体地，若此时发动机已启动，则使发动机保持启动状态。若此时发动机没有启动，则启动发动机。
(c)根据驾驶员请求扭矩选择所需传动比的变速器的档位与发动机连接。此处的驾驶员请求扭矩指车辆的车轮端请求的扭矩。
(d)控制电机与发动机连通，控制电机的扭矩在小于0且接近0的预设扭矩范围内，并调节电机的转速至预设转速范围内。预设扭矩范围可根据实际应用需求进行设置，例如，设置为[-7Nm,0Nm]。优选地，电机的扭矩可控制在-5Nm左右。预设转速范围可根据实际电机的性能参数进行设置，例如，设置在1000-5000rpm。
上述步骤(a)、(b)、(c)和(d)的先后顺序并非是一定的，它们之间可以任意互换顺序，也可以同时进行。
对于基于P2.5构型混合动力系统的混合动力车辆，步骤(c)和(d)可以具体实施为：首先，禁止请求EFAD路径(即，禁止使用变速器的偶数轴档位将电机与车轮端连接，并请求连接ISG路径，即，第二离合器C2闭合，电机连通发动机，且第一离合器C1闭合，选择合适的变速器的奇数轴档位，将发动机与车轮端相连，以使发动机可满足驾驶员请求扭矩。然后，使电机 进入扭矩模式，将电机的扭矩卸载至0附近，如-7Nm至0Nm内的数值，优选在-5Nm左右。同时，通过调速模式将电机转速调节到预设转速范围内。
在一个进一步的实施例中，电机的运行状态还可以包括电机的冷却泵(如水泵)的转速。相应地，步骤S406还可以包括以下步骤：控制电机的冷却泵以最大转速运行。通过将电机的冷却泵的转速控制在最大转速，能够保证对电机的冷却措施，控制电机温度，防止电机过热。
在协调控制动力电池、发动机、变速器和电机至满足预设的电压控制进入条件后，执行步骤S408，使电机进入电压控制模式。图5示出了根据本发明一个实施例的电机进入电压控制模式后能量流向的示意图。如图5所示，电机进入电压控制模式，在动力电池的继电器断开后，发动机通过ISG路径驱动电机作为发电机发电产生电能，电机产生的电能通过DCDC转换器给整车的低压(如12V)电器系统进行供电，从而使得动力电池故障后混合动力车辆可以继续使用，延长车辆的行驶距离。DCDC转换器具体可以采用逆变器和DCDC转换器组合模块(Combined Inverter and DC/DC converter，CIDD)。
在本发明的另一个实施例中，参见图6所示，在步骤S408之后，且动力电池的继电器断开前，该控制方法还可以包括以下步骤S410：以电机的当前电压(即当前的电机高压端电压)作为目标电压，对电机进行电压闭环控制，从而控制电机的扭矩。通过在继电器断开前以电机的当前电压为目标电压进行电压闭环控制，可使电压控制较为平稳，电压波动较小。
另外，为了防止在继电器断开后电机的电压下降，在执行步骤S410的过程中，还可以根据预设充电功率，控制发动机向电机输出所需扭矩，以驱动电机发电产生与预设充电功率相应的电能。预设充电功率可以根据实际应用需求进行设置，本发明不做具体限制。通过在继电器断开前电机的电压闭环控制过程中通过发动机为电机提供一定充电功率以驱动电机发电，可进一步提高电机电压的平稳性。
继续参见图6，在一个实施例中，在步骤S410之后，该控制方法还可以包括以下步骤S412和步骤S414。
步骤S412，在到达预设时间时断开继电器。
步骤S414，以电机的预设电压目标值作为目标电压，对电机进行电压闭环控制，直至混合动力车辆停止运行或故障修复。此处的预设电压目标值可以根据动力电池的额定电压设定，例如，设定在250V。
在实际应用中，可以实时监测继电器的状态，判断继电器是否已断开。若继电器仍未断开，则返回继续执行步骤S410，若继电器已断开，则执行步骤S414。
通过在继电器断开前后采用不同的电机目标电压进行电压控制，具体地，在继电器断开前以电机的当前电压作为电机目标电压，在继电器断开后以电机的预设电压目标值作为目标电压，可进一步减小电机的电压波动，使电机运行更平稳。
在一个进一步的实施例中，在执行步骤S414的过程中，还可以对电机的电压控制进行监控。具体地，在执行步骤S414的过程中，监测电机的实际电压与预设电压目标值的差值；若差值超过预设电压阈值的持续时间超过预设时间阈值，则将电机的扭矩降至0，并控制电机退出电压控制模式。预设电压阈值和预设时间阈值都可以根据实际应用需求进行设置，例如，预设电压阈值可以设置为20V，预设时间阈值可以设置为2s。电机的扭矩可以以特定的斜率逐渐降低(即ramp)至0。在差值超过预设电压阈值的持续时间超过预设时间阈值时，还可以发出故障提示信号以提醒用户。通过加入电压控制监控条件，进一步增强动力电池故障后车辆的安全性。
特别地，前述的步骤S410和步骤S414中的闭环控制可以采用PID(Proportional-Integral-Derivative，比例积分微分)控制。
继续参见图6，在一个实施例中，在步骤S408之后，该控制方法还可以包括以下步骤S416：以驾驶员请求扭矩与电机的实际扭矩之差作为发动机请求扭矩，根据发动机请求扭矩控制发动机运行以输出扭矩至变速器和电机，以使发动机的输出扭矩满足混合动力车辆的车轮驱动需求和低压系统充电需求。在电机进入电压控制模式后，电机在发动机的驱动下进行发电，此时，电机的实际扭矩为负值，驾驶员请求扭矩则根据车辆的不同行驶状态可为负值或正值，例如，当车辆滑行时，驾驶员请求扭矩为负值，当车辆正常向前行驶时，驾驶员请求扭矩为正值。因此，通过以驾驶员请求扭矩与电机的实际扭矩之差作为发动机请求扭矩，能够把电机的实际扭矩作为除驾驶员请求扭矩以外的发动机的额外的请求补偿扭矩。通过根据电机的实际扭矩补偿发动机的输出扭矩，能够在动力电池发生故障后，使发动机仍然能够同时满足车辆的驾驶员请求和低压系统供电，从而使得混合动力车辆仍然能够继续运行。
在实际应用中，在根据电机的实际扭矩对发动机的输出扭矩进行补偿的控制过程中，还可以监控电机的实际模式是否为电压控制模式，若是，则继续进行发动机的输出扭矩补偿控制，若否，则停止补偿。
通过本发明的控制方法，在动力电池故障发生后可使混合动力车辆仍能像传统车辆一样运行，电机能够顺利进入电压控制模式且运行平稳，在提醒驾驶员电池异常的同时，也可以作为一种辅助驾驶模式使车辆继续运行，增强了车辆的安全性和鲁棒性。
基于同一技术构思，本发明还提出了一种混合动力车辆电池故障后的控制系统。该控制系统同样可适用于具有前述P2.5构型混合动力系统的混合动力车辆。
图7示出了本发明一个实施例的混合动力车辆电池故障后的控制系统的结构示意图。参见图7所示，该控制系统至少可以包括整车控制器1、电机控制器2、变速器控制器3、发动机控制器4和电池控制器5。
现介绍本发明实施例的混合动力车辆电池故障后的控制系统的各组成或器件的功能以及各部分间的连接关系。
电池控制器5(可以为BMS)与动力电池连接，配置为在监测到动力电池发生故障后，判断故障是否为特定类型故障，其中，特定类型故障为混合动力车辆的电机在其下可进行电压控制的电池故障。若故障是特定类型故障，电池控制器5设置动力电池的继电器在预设时间后断开。该预设时间可以由电池控制器5和整车控制器1根据实际应用需求进行设置，例如，可以设置为5s。
电机控制器2可以是MCU(Microcontroller unit，微控制器)，与电机连接。变速器控制器3(Transmission Control Unit，TCU)与变速器连接。发动机控制器4可以是ECU(Electronic Control Unit，电子控制单元)，与发动机连接。整车控制器1(Vehicle Control Unit，VCU)分别与电机控制器2、变速器控制器3、发动机控制器4和电池控制器5连接。整车控制器1、电机控制器2、变速器控制器3、发动机控制器4和电池控制器5配置为：在继电器断开前，协调控制混合动力车辆的动力电池、发动机、变速器和电机，使它们的运行状态满足预设的电压控制进入条件。
此外，电机控制器2还配置为在动力电池、发动机、变速器和电机的运行状态满足预设的电压控制进入条件后，控制电机进入电压控制模式。
在一个进一步的实施例中，电池控制器5还配置为：若故障为特定类型故障，则将动力电池的充放电峰值功率限制在预设功率限值，并发送故障信号至整车控制器1。整车控制器1还配置为：根据故障信号生成相应的控制信号发送至电机控制器2、变速器控制器3和发动机控制器4。发动机控制器4还配置为：根据整车控制器1的控制信号控制发动机处于启动状态。变速器控制器3还配置为：根据整车控制器1的控制信号和驾驶员请求扭矩选择所需传动比的变速器的档位与发动机连接。电机控制器2还配置为：根据整车控制器1的控制信号控制电机与发动机连通，控制电机的扭矩在小于0且接近0的预设扭矩范围内，并调节电机的转速至预设转速范围内。
具体地，整车控制器1向发动机控制器4发送发动机启动请求，发动机控制器4根据发动机启动请求控制发动机处于启动状态。整车控制器1禁止请求电机的EFAD路径并请求电机的ISG路径，进而整车控制器1向电机控制器2发送扭矩控制模式请求和扭矩控制命令，电机控制器2控制电机与发动机连通，并控制电机的扭矩在小于0且接近0的预设扭矩范围内。整车控制器1还向电机控制器2发送转速控制命令，电机控制器2根据转速控制命令将电机转速限制在预设转速范围内。另外，整车控制器1向变速器控制器3发送奇数轴档位请求，变速器控制器3根据奇数轴档位请求和驾驶员请求扭矩选择所需传动比的变速器的奇数轴档位与发动机连接。
在一个实施例中，该控制系统还可以包括冷却泵控制器(图7中未示出)。冷却泵控制器与整车控制器1相连。整车控制器1还配置为：根据故障信号生成相应的控制信号发送至冷却泵控制器。相应地，冷却泵控制器配置为：根据整车控制器1的控制信号(具体为冷却泵转速控制命令)控制电机的冷却泵以最大转速运行。
在一个实施例中，电机控制器2还可以配置为：在控制电机进入电压控制模式后，且继电器断开前，以电机的当前电压作为目标电压，对电机进行电压闭环控制。
在一个实施例中，电机控制器2还配置为：在以电机的当前电压作为目标电压，对电机进行电压闭环控制的过程中，根据预设充电功率向整车控制器1发送发电请求。整车控制器1还配置为：根据发电请求生成发动机扭矩分配信号发送至发动机控制器4。发动机控制器4还配置为：根据发动机扭矩分配信号控制发动机向电机输出所需扭矩，以驱动电机发电产生与预设充 电功率相应的电能。
在一个实施例中，电池控制器5还配置为：在电机控制器2以电机的当前电压作为目标电压，对电机进行电压闭环控制之后，在到达预设时间时断开继电器。并且，电机控制器2还配置为：在电池控制器5断开继电器后，以电机的预设电压目标值作为目标电压，对电机进行电压闭环控制，直至混合动力车辆停止运行或故障修复。
在一个实施例中，电机控制器2还配置为：在以电机的预设电压目标值作为目标电压，对电机进行电压闭环控制的过程中，监测电机的实际电压与预设电压目标值的差值；若差值超过预设电压阈值的持续时间超过预设时间阈值，则将电机的扭矩降至0，并控制电机退出电压控制模式。
在一个实施例中，发动机控制器4还配置为：在电机控制器2控制电机进入电压控制模式后，以驾驶员请求扭矩与电机的实际扭矩之差作为发动机请求扭矩，根据发动机请求扭矩控制发动机运行以输出扭矩至变速器和电机，以使发动机的输出扭矩满足混合动力车辆的车轮驱动需求和低压系统充电需求。
图8为根据本发明一个具体实施例的从电池故障到电机电压控制的过程中各部件的运行状态的变化示意图，图8中横轴表示时间(单位为s)。本具体实施例为一实车测试实施例，初始车辆测试条件为车辆在纯电动模式下行驶。参见图8，在81s，当车辆速度是20km/h，电池发生UDC故障，并发送给VCU故障信号。然后，VCU接收故障信号,并将发动机启动请求发送给ECU，通过离合器启动发动机，在启动过程中，电机扭矩对离合器启动损失扭矩进行补偿。81.5s时，发动机成功启动。由于电机连接变速器的偶数轴，电机EFAD扭矩输出路径被禁用，在81.7s VCU向MCU发送电机转速控制方式请求和电机转速请求。然后在81.8s时，MCU接收到请求信号，将电机模式变为转速模式，开始将电机转速与目标转速同步。在82s电机转速等于目标转速后，电机路径变为ISG路径。在83s时，VCU向MCU发送扭矩控制方式请求，请求控制电机扭矩到-5Nm左右。在85s时，VCU向MCU发送电压控制方式请求。在85.1s时，MCU控制电机进入电压控制，在电压控制中，MCU将当前电机电压作为目标电压，使电机电压保持在当前水平。在86s时，电池继电器断开，在继电器断开期间的电压压降在安全范围内。86s后，高压母线由MCU单独控制，由单片机供电，电压保持在 250V左右。在86s至110s期间，通过加速器使电机转速在1000-3500rpm之间变化，通过打开和关闭空调、灯、雨刷等来改变12V负载。对整车的测试结果表明，在动力电池发生故障后，电机进入电压控制模式前，电机电压处于良好的安全范围，在电机进入电压控制模式后，12V电压稳定，整车可以稳定运行。
基于同一技术构思，本发明还提出了一种混合动力车辆，该混合动力车辆包括前文任意实施例或实施例组合所述的混合动力车辆电池故障后的控制系统。
根据上述任意一个可选实施例或多个可选实施例的组合，本发明实施例能够达到如下有益效果：
本发明实施例提供的混合动力车辆电池故障后的控制方法和系统中，在监测到动力电池发生故障后，首先判断是否为电机可进行电压控制的特定类型故障。在动力电池的故障为特定类型故障的情况下，在动力电池的继电器断开前，协调控制混合动力车辆的动力电池、发动机、变速器和电机，使它们的运行状态满足预设的电压控制进入条件后，再控制电机进入电压控制模式。通过这种方式，可使电机顺利进入电压控制且运行平稳，避免在动力电池故障后直接进行电机的电压控制而导致的电池超温、电压波动严重等问题。
进一步地，在继电器断开前后采用不同的电机目标电压进行电压控制，具体地，在继电器断开前以电机的当前电压作为电机目标电压，在继电器断开后以电机的预设电压目标值作为目标电压。如此，可进一步减小电机的电压波动，使电机运行更平稳。
进一步地，通过以驾驶员请求扭矩与电机的实际扭矩之差作为发动机请求扭矩，使发动机的输出扭矩满足混合动力车辆的车轮驱动需求和低压系统充电需求，能够在动力电池发生故障后，使发动机仍然能够满足车辆的驾驶员请求和低压系统充电请求，从而使得混合动力车辆仍然能像传统车辆一样继续运行，增强了车辆的安全性和鲁棒性。
至此，本领域技术人员应认识到，虽然本文已详尽示出和描述了本发明的示例性实施例，但是，在不脱离本发明精神和范围的情况下，仍可根据本发明公开的内容直接确定或推导出符合本发明原理的许多其他变型或修改。因此，本发明的范围应被理解和认定为覆盖了所有这些其他变型或修改。

Claims (18)

  1. 一种混合动力车辆电池故障后的控制方法，包括：
    在监测到动力电池发生故障后，判断所述故障是否为特定类型故障，其中，所述特定类型故障为所述混合动力车辆的电机在其下可进行电压控制的电池故障；
    若是，设置所述动力电池的继电器在预设时间后断开；
    在所述继电器断开前，协调控制所述混合动力车辆的所述动力电池、发动机、变速器和所述电机，使它们的运行状态满足预设的电压控制进入条件；
    控制所述电机进入电压控制模式。
  2. 根据权利要求1所述的控制方法，其中，
    协调控制所述混合动力车辆的所述动力电池、发动机、变速器和所述电机，使它们的运行状态满足预设的电压控制进入条件，包括：
    将所述动力电池的充放电峰值功率限制在预设功率限值；
    控制所述发动机处于启动状态；
    根据驾驶员请求扭矩选择所需传动比的所述变速器的档位与所述发动机连接；
    控制所述电机与所述发动机连通，控制所述电机的扭矩在小于0且接近0的预设扭矩范围内，并调节所述电机的转速至预设转速范围内。
  3. 根据权利要求2所述的控制方法，其中，协调控制所述混合动力车辆的所述动力电池、发动机、变速器和所述电机，使它们的运行状态满足预设的电压控制进入条件，还包括：
    控制所述电机的冷却泵以最大转速运行。
  4. 根据权利要求1所述的控制方法，其中，在控制所述电机进入电压控制模式后，且所述继电器断开前，还包括：
    以所述电机的当前电压作为目标电压，对所述电机进行电压闭环控制。
  5. 根据权利要求4所述的控制方法，其中，在以所述电机的当前电压作为目标电压，对所述电机进行电压闭环控制的过程中，还包括：
    根据预设充电功率，控制所述发动机向所述电机输出所需扭矩，以驱动所述电机发电产生与所述预设充电功率相应的电能。
  6. 根据权利要求4所述的控制方法，其中，在以所述电机的当前电压作 为目标电压，对所述电机进行电压闭环控制之后，还包括：
    在到达所述预设时间时断开所述继电器；
    以所述电机的预设电压目标值作为目标电压，对所述电机进行电压闭环控制，直至所述混合动力车辆停止运行或所述故障修复。
  7. 根据权利要求6所述的控制方法，其中，在以所述电机的预设电压目标值作为目标电压，对所述电机进行电压闭环控制的过程中，还包括：
    监测所述电机的实际电压与所述预设电压目标值的差值；
    若所述差值超过预设电压阈值的持续时间超过预设时间阈值，则将所述电机的扭矩降至0，并控制所述电机退出所述电压控制模式。
  8. 根据权利要求4-7中任一项所述的控制方法，其中，所述闭环控制为比例积分微分PID控制。
  9. 根据权利要求2所述的控制方法，其中，在控制所述电机进入电压控制模式后，还包括：
    以驾驶员请求扭矩与所述电机的实际扭矩之差作为发动机请求扭矩，根据所述发动机请求扭矩控制所述发动机运行以输出扭矩至所述变速器和所述电机，以使所述发动机的输出扭矩满足所述混合动力车辆的车轮驱动需求和低压系统充电需求。
  10. 一种混合动力车辆电池故障后的控制系统，包括整车控制器、电机控制器、变速器控制器、发动机控制器和电池控制器；其中
    所述电池控制器配置为：
    在监测到动力电池发生故障后，判断所述故障是否为特定类型故障，其中，所述特定类型故障为所述混合动力车辆的电机在其下可进行电压控制的电池故障；
    若是，设置所述动力电池的继电器在预设时间后断开；
    所述整车控制器、所述电机控制器、所述变速器控制器、所述发动机控制器和所述电池控制器配置为：
    在所述继电器断开前，协调控制所述混合动力车辆的所述动力电池、发动机、变速器和所述电机，使它们的运行状态满足预设的电压控制进入条件；并且
    所述电机控制器还配置为：
    在所述动力电池、所述发动机、所述变速器和所述电机的运行状态满足 预设的电压控制进入条件后，控制所述电机进入电压控制模式。
  11. 根据权利要求10所述的控制系统，其中，
    所述电池控制器还配置为：若所述故障为所述特定类型故障，则将所述动力电池的充放电峰值功率限制在预设功率限值，并发送故障信号至所述整车控制器；
    所述整车控制器还配置为：根据所述故障信号生成相应的控制信号发送至所述电机控制器、所述变速器控制器和所述发动机控制器；
    所述发动机控制器还配置为：根据所述整车控制器的控制信号控制所述发动机处于启动状态；
    所述变速器控制器还配置为：根据所述整车控制器的控制信号和驾驶员请求扭矩选择所需传动比的所述变速器的档位与所述发动机连接；并且
    所述电机控制器还配置为：根据所述整车控制器的控制信号控制所述电机与所述发动机连通，控制所述电机的扭矩在小于0且接近0的预设扭矩范围内，并调节所述电机的转速至预设转速范围内。
  12. 根据权利要求11所述的控制系统，其中，还包括冷却泵控制器；
    所述整车控制器还配置为：根据所述故障信号生成相应的控制信号发送至所述冷却泵控制器；并且
    所述冷却泵控制器配置为：根据所述整车控制器的控制信号控制所述电机的冷却泵以最大转速运行。
  13. 根据权利要求10所述的控制系统，其中，所述电机控制器还配置为：
    在控制所述电机进入电压控制模式后，且所述继电器断开前，以所述电机的当前电压作为目标电压，对所述电机进行电压闭环控制。
  14. 根据权利要求13所述的控制系统，其中，所述电机控制器还配置为：
    在以所述电机的当前电压作为目标电压，对所述电机进行电压闭环控制的过程中，根据预设充电功率向所述整车控制器发送发电请求；
    所述整车控制器还配置为：根据所述发电请求生成发动机扭矩分配信号发送至所述发动机控制器；
    所述发动机控制器还配置为：根据所述发动机扭矩分配信号控制所述 发动机向所述电机输出所需扭矩，以驱动所述电机发电产生与所述预设充电功率相应的电能。
  15. 根据权利要求13所述的控制系统，其中，所述电池控制器还配置为：在所述电机控制器以所述电机的当前电压作为目标电压，对所述电机进行电压闭环控制之后，在到达所述预设时间时断开所述继电器；并且
    所述电机控制器还配置为：在所述电池控制器断开所述继电器后，以所述电机的预设电压目标值作为目标电压，对所述电机进行电压闭环控制，直至所述混合动力车辆停止运行或所述故障修复。
  16. 根据权利要求15所述的控制系统，其中，所述电机控制器还配置为：
    在以所述电机的预设电压目标值作为目标电压，对所述电机进行电压闭环控制的过程中，监测所述电机的实际电压与所述预设电压目标值的差值；
    若所述差值超过预设电压阈值的持续时间超过预设时间阈值，则将所述电机的扭矩降至0，并控制所述电机退出所述电压控制模式。
  17. 根据权利要求11所述的控制系统，其中，所述发动机控制器还配置为：
    在所述电机控制器控制所述电机进入电压控制模式后，以驾驶员请求扭矩与所述电机的实际扭矩之差作为发动机请求扭矩，根据所述发动机请求扭矩控制所述发动机运行以输出扭矩至所述变速器和所述电机，以使所述发动机的输出扭矩满足所述混合动力车辆的车轮驱动需求和低压系统充电需求。
  18. 一种混合动力车辆，包括权利要求10-17中任一项所述的混合动力车辆电池故障后的控制系统。
PCT/CN2020/126433 2020-11-04 2020-11-04 一种混合动力车辆及其电池故障后的控制方法和系统 WO2022094786A1 (zh)

Priority Applications (3)

Application Number Priority Date Filing Date Title
CN202080051345.3A CN114269617B (zh) 2020-11-04 2020-11-04 一种混合动力车辆及其电池故障后的控制方法和系统
EP20955472.4A EP4032737B1 (en) 2020-11-04 2020-11-04 Hybrid vehicle and control method and system after hybrid vehicle battery failure
PCT/CN2020/126433 WO2022094786A1 (zh) 2020-11-04 2020-11-04 一种混合动力车辆及其电池故障后的控制方法和系统

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/CN2020/126433 WO2022094786A1 (zh) 2020-11-04 2020-11-04 一种混合动力车辆及其电池故障后的控制方法和系统

Publications (1)

Publication Number Publication Date
WO2022094786A1 true WO2022094786A1 (zh) 2022-05-12

Family

ID=80824503

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2020/126433 WO2022094786A1 (zh) 2020-11-04 2020-11-04 一种混合动力车辆及其电池故障后的控制方法和系统

Country Status (3)

Country Link
EP (1) EP4032737B1 (zh)
CN (1) CN114269617B (zh)
WO (1) WO2022094786A1 (zh)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115402106A (zh) * 2022-08-30 2022-11-29 小米汽车科技有限公司 用于车辆的电压控制方法、装置、车辆及存储介质

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20090243554A1 (en) * 2008-03-27 2009-10-01 Hyundai Motor Company Method of protecting battery for hybrid vehicle
CN102085813A (zh) * 2009-12-04 2011-06-08 现代自动车株式会社 用于混合动力车的电动机驱动系统及用于控制其的方法
CN108819937A (zh) * 2018-07-04 2018-11-16 重庆长安汽车股份有限公司 新能源汽车跛行模式控制方法及系统
CN108859766A (zh) * 2018-06-04 2018-11-23 武汉理工大学 四轮轮毂电机混合动力汽车故障协调控制方法
CN110782633A (zh) * 2019-10-31 2020-02-11 重庆长安新能源汽车科技有限公司 一种新能源汽车动力电池热失控报警系统及方法
CN111546894A (zh) * 2020-05-21 2020-08-18 新石器慧通（北京）科技有限公司 一种车辆异常下电控制方法、系统及车辆

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2013133041A (ja) * 2011-12-27 2013-07-08 Toyota Motor Corp ハイブリッド車両およびハイブリッド車両の制御方法
US9481354B2 (en) * 2014-05-08 2016-11-01 Hyundai Motor Company Emergency operation method of hybrid vehicle
KR101684099B1 (ko) * 2015-04-15 2016-12-20 현대자동차주식회사 친환경 차량의 고장 처리 장치 및 방법
KR102383451B1 (ko) * 2016-12-16 2022-04-06 현대자동차주식회사 차량 발전 제어 장치 및 방법
CN107487321B (zh) * 2017-06-19 2020-01-17 宝沃汽车（中国）有限公司 混合动力汽车的离合器控制方法及装置
CN108528440B (zh) * 2018-03-27 2020-05-19 吉利汽车研究院（宁波）有限公司 一种用于混合动力车辆的高压供电控制方法
CN111619350A (zh) * 2019-02-27 2020-09-04 北京宝沃汽车有限公司 整车控制方法、整车控制系统和一种车辆
CN110606074B (zh) * 2019-09-26 2020-09-22 中国第一汽车股份有限公司 一种48v混合动力车辆的跛行控制方法
CN110877607B (zh) * 2019-11-26 2021-04-06 重庆长安汽车股份有限公司 一种混合动力汽车自发电跛行系统及方法
CN111717029B (zh) * 2020-06-08 2022-03-22 北京汽车股份有限公司 跛行模式低压负载供电控制方法、系统及混合动力汽车

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20090243554A1 (en) * 2008-03-27 2009-10-01 Hyundai Motor Company Method of protecting battery for hybrid vehicle
CN102085813A (zh) * 2009-12-04 2011-06-08 现代自动车株式会社 用于混合动力车的电动机驱动系统及用于控制其的方法
CN108859766A (zh) * 2018-06-04 2018-11-23 武汉理工大学 四轮轮毂电机混合动力汽车故障协调控制方法
CN108819937A (zh) * 2018-07-04 2018-11-16 重庆长安汽车股份有限公司 新能源汽车跛行模式控制方法及系统
CN110782633A (zh) * 2019-10-31 2020-02-11 重庆长安新能源汽车科技有限公司 一种新能源汽车动力电池热失控报警系统及方法
CN111546894A (zh) * 2020-05-21 2020-08-18 新石器慧通（北京）科技有限公司 一种车辆异常下电控制方法、系统及车辆

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See also references of EP4032737A4

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115402106A (zh) * 2022-08-30 2022-11-29 小米汽车科技有限公司 用于车辆的电压控制方法、装置、车辆及存储介质

Also Published As

Publication number Publication date
EP4032737A1 (en) 2022-07-27
CN114269617A (zh) 2022-04-01
EP4032737B1 (en) 2023-10-04
EP4032737A4 (en) 2022-11-30
CN114269617B (zh) 2023-12-05

Similar Documents

Publication Publication Date Title
US11351975B2 (en) Hybrid-electric vehicle plug-out mode energy management
US10597024B2 (en) System and method for powering start-stop and hybrid vehicle components and accessories
JP3536658B2 (ja) ハイブリッド車両の駆動制御装置
CN110606074B (zh) 一种48v混合动力车辆的跛行控制方法
US9296289B2 (en) Hybrid vehicle and control method of hybrid vehicle
JP5899666B2 (ja) ハイブリッド車両のエンジン始動制御装置
CN104421089B (zh) 混合动力汽车的发动机启动系统及方法
US10000123B2 (en) Hybrid vehicle
CN109955707B (zh) 混合动力汽车及其发电控制方法与动力系统
CN110155025A (zh) 马达通信损失期间的自主马达控制
CN109050519A (zh) 车辆混合动力系统、车辆及控制方法
WO2022094786A1 (zh) 一种混合动力车辆及其电池故障后的控制方法和系统
US10035501B2 (en) Hybrid car
KR102621563B1 (ko) 하이브리드 차량의 엔진 제어 방법
US11605845B2 (en) Strategies for warming stationary vehicle traction battery
WO2022217388A1 (zh) 双电机混合动力车辆及其电池故障处理方法和系统
JP2001057704A (ja) ハイブリッド車両の駆動装置
JP2010254038A (ja) ハイブリッド自動車および異常判定方法
JP2017177974A (ja) ハイブリッド車両の制御装置及びハイブリッド車両システム
CN111098846A (zh) 一种车用混合动力电气系统及汽车
US20240067160A1 (en) Redundant low voltage battery charging control system for a vehicle
JP2020145867A (ja) 電源システム
US11519375B2 (en) Hybrid vehicle and method for controlling hybrid vehicle
JP7095627B2 (ja) 電源システム
JP5251704B2 (ja) 自動車および自動車に搭載された昇圧回路の異常判定方法

Legal Events

Date Code Title Description
ENP Entry into the national phase

Ref document number: 2020955472

Country of ref document: EP

Effective date: 20220407

NENP Non-entry into the national phase

Ref country code: DE