WO2022217388A1 - 双电机混合动力车辆及其电池故障处理方法和系统 - Google Patents

双电机混合动力车辆及其电池故障处理方法和系统 Download PDF

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Publication number
WO2022217388A1
WO2022217388A1 PCT/CN2021/086354 CN2021086354W WO2022217388A1 WO 2022217388 A1 WO2022217388 A1 WO 2022217388A1 CN 2021086354 W CN2021086354 W CN 2021086354W WO 2022217388 A1 WO2022217388 A1 WO 2022217388A1
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WIPO (PCT)
Prior art keywords
level
motor
battery
vehicle
voltage
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PCT/CN2021/086354
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English (en)
French (fr)
Inventor
惠冰
刘义强
方小军
赵西伟
王瑞平
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
浙江吉利动力总成有限公司
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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, 浙江吉利动力总成有限公司 filed Critical 浙江吉利控股集团有限公司
Priority to KR1020237038953A priority Critical patent/KR20230162724A/ko
Priority to PCT/CN2021/086354 priority patent/WO2022217388A1/zh
Priority to CN202180084037.5A priority patent/CN116635284A/zh
Publication of WO2022217388A1 publication Critical patent/WO2022217388A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/50—Control strategies for responding to system failures, e.g. for fault diagnosis, failsafe operation or limp mode
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
    • B60W50/029—Adapting to failures or work around with other constraints, e.g. circumvention by avoiding use of failed parts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/92—Hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2306/00—Other features of vehicle sub-units
    • B60Y2306/13—Failsafe arrangements
    • 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, in particular to a battery fault handling method and battery fault handling system of a dual-motor hybrid vehicle and a dual-motor hybrid vehicle including the battery fault handling system.
  • Hybrid technology is the key technology to realize energy saving and emission reduction of vehicles.
  • the two-motor hybrid system is a high-efficiency hybrid system.
  • Vehicles currently employing a two-motor hybrid system may include a front-drive type and a rear-drive type.
  • a front-drive hybrid vehicle using a dual-motor hybrid usually has a system structure as shown in Figure 1, where ICE represents an internal combustion engine, P1 and P2 are motors, and the P1 motor is fixedly connected to the crankshaft of the internal combustion engine.
  • the clutch C0 When the clutch C0 is disengaged, the engine is disconnected from the powertrain of the vehicle, the P1 motor is driven alone to charge the power battery (not shown in FIG. 1 ), and the P2 motor drives the vehicle, which is a series mode. After the clutch C0 is closed, the engine can directly drive the vehicle through the clutch C0, the P1 motor and the P2 motor are charged and discharged as required, and the vehicle works in parallel mode.
  • the present invention provides a battery fault processing method and battery fault processing system for a dual-motor hybrid vehicle that overcomes the above problems or at least partially solves the above problems, and a dual-motor hybrid vehicle including the battery fault processing system.
  • An object of the present invention is to provide a battery fault processing method for a dual-motor hybrid vehicle, which can reasonably and effectively carry out different post-fault processing according to the battery fault level, so as to ensure the safety of personnel and vehicles.
  • a further object of the present invention is to ensure that the functions necessary for safe driving of the vehicle are not affected under the premise of ensuring the safety of personnel and vehicles.
  • a battery fault handling method for a dual-motor hybrid vehicle where the dual-motor hybrid vehicle includes an engine, a first motor connected to the engine, and a battery connected to the engine.
  • the power battery connected to the first motor; the battery fault processing method includes:
  • determining a failure level of the power battery wherein the failure level includes a medium level that can keep the vehicle running under a limp;
  • Performing post-fault processing according to the failure level including: when the failure level of the power battery is the medium level, controlling the engine to drive the first motor to generate electricity and controlling the first motor to operate in a voltage maintenance mode is operative to provide low voltage to low voltage loads of the vehicle through the vehicle's DCDC converter.
  • Processing methods also include:
  • the high voltage load of the vehicle is unloaded.
  • Processing methods also include:
  • the high-voltage relay of the power battery is disconnected, and a first prompt is issued.
  • the step of controlling the first motor to operate in a voltage maintenance mode includes:
  • PID control is performed on the output torque of the first motor to adjust the voltage of the first motor
  • the failure level further includes a severity level that seriously endangers the safety of the driver and passengers;
  • the battery fault handling method further includes:
  • the fault level of the power battery is upgraded to the severity level, and the post-fault processing corresponding to the severity level is activated.
  • the failure level further includes a severity level that seriously endangers the safety of the driver and passengers;
  • the step of performing post-fault processing according to the fault level further includes:
  • the failure level of the power battery is the severity level
  • the high-voltage relay of the power battery is disconnected, and the vehicle speed of the vehicle is limited to below a specified vehicle speed.
  • the step of performing post-fault processing according to the fault level further includes:
  • the failure level further includes a mild level
  • the step of performing post-fault processing according to the fault level further includes:
  • the engine is controlled to keep running, and the charge and discharge power limit of the high-voltage load of the vehicle is reduced to below a specified power value.
  • the step of performing post-fault processing according to the fault level further includes:
  • the step of detecting whether the power battery is faulty in real time during the running of the vehicle includes:
  • the step of determining the failure level of the power battery includes:
  • the fault level of the power battery is obtained according to the fault type of the power battery and a preset mapping table of fault types and fault levels.
  • a battery fault handling system for a dual-motor hybrid vehicle includes an engine, a first motor connected to the engine, and a battery connected to the engine.
  • the control system includes a vehicle controller, and a battery controller and a motor controller respectively connected to the vehicle controller, wherein
  • the battery controller is configured to detect whether the power battery fails in real time during vehicle operation; if so, determine the failure level of the power battery, and send the failure level to the vehicle controller, wherein , the failure level includes a medium level that can keep the vehicle running under a limp;
  • the battery controller, the vehicle controller, and the motor controller are configured to cooperate to perform post-fault processing according to the fault level;
  • the vehicle controller is configured to control the engine to drive the first motor to generate electricity and send a motor mode command to the motor controller;
  • the motor controller is configured to control the first motor to operate in a voltage sustaining mode according to the motor mode command to provide a low voltage to a low voltage load of the vehicle through a DCDC converter of the vehicle.
  • the vehicle controller is further configured to:
  • the failure level of the power battery is the medium level
  • the high-voltage load of the vehicle is unloaded before the engine is controlled to drive the first motor to generate electricity.
  • the battery controller is further configured to:
  • the vehicle controller issues a first prompt.
  • the motor controller is further configured to:
  • PID control is performed on the output torque of the first motor to adjust the voltage of the first motor
  • the failure level further includes a severity level that seriously endangers the safety of the driver and passengers;
  • the motor controller is further configured to send exit information to the vehicle controller after terminating the voltage maintenance mode;
  • the vehicle controller is further configured to upgrade the fault level of the power battery to the severity level according to the exit information, and activate post-fault processing corresponding to the severity level.
  • the failure level further includes a severity level that seriously endangers the safety of the driver and passengers;
  • the battery controller is also configured to:
  • the vehicle controller is further configured to: when the failure level of the power battery is the severity level, limit the vehicle speed of the vehicle to below a specified vehicle speed.
  • the vehicle controller is further configured to:
  • the failure level further includes a mild level
  • the vehicle controller is also configured as:
  • the engine is controlled to keep running, and the charge and discharge power limit of the high-voltage load of the vehicle is reduced to below a specified power value.
  • the vehicle controller is further configured to:
  • a dual-motor hybrid vehicle including an engine, a first motor connected to the engine, a power battery connected to the first motor, and any of the foregoing A battery fault handling system for a two-motor hybrid vehicle.
  • the fault level of the power battery is determined, and corresponding post-fault processing is performed according to the fault level of the power battery
  • different post-fault processing can be carried out reasonably and effectively according to the fault level of the battery, so as to achieve hierarchical protection and ensure the safety of personnel and vehicles.
  • the first motor is driven by the engine to generate electricity and the first motor is controlled to operate in a voltage sustaining mode to provide a stable high voltage for the DCDC converter, and then the DCDC converter converts the low voltage to a low voltage that is supplied to the vehicle.
  • the load ensures the normal operation of many low-voltage (12V) loads of the whole vehicle, so that the functions necessary to ensure the safe driving of the vehicle are not affected under the premise of ensuring the safety of personnel and vehicles.
  • the high-voltage relay is disconnected and the speed of the vehicle is limited; when the power battery only has a mild level failure, the engine is kept running, and the charge and discharge power limit of the high-voltage load of the vehicle is reduced, thereby Under the premise of satisfying the safety of personnel, the ability to utilize the hardware of the whole vehicle as much as possible to meet the driving needs of the driver and improve the safety and robustness of the vehicle.
  • FIG. 1 is a schematic diagram of a system structure of a dual-motor hybrid vehicle
  • FIG. 2 is a schematic diagram of supplying power to a low-voltage load after the high-voltage relay of the power battery of the dual-motor hybrid vehicle is disconnected;
  • FIG. 3 is a schematic flowchart of a battery fault processing method for a dual-motor hybrid vehicle according to an embodiment of the present invention
  • FIG. 4 is a schematic flowchart of steps of controlling the first motor to operate in a voltage sustaining mode according to an embodiment of the present invention
  • FIG. 5 is a schematic flowchart of a battery fault processing method for a dual-motor hybrid vehicle according to another embodiment of the present invention.
  • FIG. 6 is a schematic flowchart of a battery fault processing method for a dual-motor hybrid vehicle according to still another embodiment of the present invention.
  • FIG. 7 is a schematic structural diagram of a battery fault handling system for a dual-motor hybrid vehicle according to an embodiment of the present invention.
  • dual-motor hybrid vehicles especially dual-motor hybrid (ie, series + parallel) front-drive hybrid vehicles, usually have a system structure as shown in Figure 1.
  • the series mode or parallel connection is realized. model.
  • the engine speed is decoupled from the load, vehicle speed, gear position, etc., which enables the engine to work in a range with better fuel consumption and emissions;
  • the vehicle works in parallel mode the engine directly drives the vehicle, reducing
  • the efficiency loss caused by P1 motor charging, P2 motor discharging and battery charging and discharging is reduced.
  • Hybrid vehicles need to select the appropriate mode according to the current state of the vehicle to achieve better comprehensive performance such as fuel consumption, emissions, drivability and NVH (Noise, Vibration, Harshness, noise, vibration and harshness).
  • the inventors of the present application have found through exploration that, for such a hybrid vehicle, when the high-voltage power battery of the vehicle fails, it is particularly important to adopt a correct post-processing method. For example, when the power battery controller detects a serious insulation failure, in order to prevent the high-voltage system from causing personal harm to the people inside the vehicle (including the driver and passengers), it is necessary to disconnect the high-voltage relay of the power battery as soon as possible.
  • the vehicle enters the "limp” mode, actively limits the speed and prompts the driver to park the vehicle safely through the instrument panel; when the fault level detected by the power battery controller is not high, for example, the temperature of the power battery cell exceeds a certain threshold, but does not reach When alarming or disconnecting the threshold of the high-voltage relay, it is necessary to limit the charging and discharging power of the battery to prevent the fault from escalating. It will bring unnecessary confusion to the driver, and it will bring safety hazards because the vehicle cannot drive normally.
  • such hybrid vehicles usually do not have 12V generators configured in traditional vehicles, and the power supply at the 12V voltage terminal is mainly generated by high-voltage power batteries, DCDC converters and low-voltage (12V) batteries.
  • the high-voltage relay After the high-voltage relay is not turned off, it is very important to maintain the power demand of the low-voltage end load of the vehicle. This is because all vehicle safety functions, such as steering assist, vehicle brake assist, etc., require a stable 12V low-voltage supply voltage. This requires that after the high-voltage power battery disconnects the high-voltage relay due to a fault, the P1 motor is controlled to act as a generator to supply power to the DCDC converter-12V battery, as shown in Figure 2.
  • the present invention proposes a battery fault handling method for a dual-motor hybrid vehicle, in order to solve or at least partially solve the above problems.
  • the dual-motor hybrid vehicle involved in the battery fault handling method of the present invention may include an engine, a first motor connected to the engine, and a power battery connected to the first motor. Refer to FIG. 1 for specific connection and arrangement. It should be noted that the power battery is not shown in FIG. 1 , and those skilled in the art should recognize the arrangement of the power battery.
  • the two-motor hybrid vehicle may further include a second electric machine and a powertrain. The second motor is connected to the power battery, and the power battery provides power for the second motor to drive the wheels through the power transmission system by the second motor.
  • FIG. 3 shows a battery fault handling method for a dual-motor hybrid vehicle according to an embodiment of the present invention.
  • the battery failure processing method may at least include the following steps S100 to S300.
  • Step S100 detect in real time whether the power battery fails during the running process of the vehicle. If yes, step S200 is executed.
  • Step S200 determining the failure level of the power battery, wherein the failure level includes a medium level that can keep the vehicle running under a limp.
  • Step S300 performing post-fault processing according to the fault level, including: when the fault level of the power battery is a medium level, controlling the engine to drive the first motor to generate electricity and controlling the first motor to operate in a voltage maintenance mode to pass the DCDC converter of the vehicle Provides low voltage to low voltage loads of the vehicle.
  • the fault level of the power battery is determined, and the corresponding post-fault processing is performed according to the fault level of the power battery.
  • the first motor is driven by the engine to generate electricity and the first motor is controlled to operate in a voltage sustaining mode to provide a stable high voltage for the DCDC converter, and then the DCDC converter converts the low voltage to a low voltage that is supplied to the vehicle.
  • the load ensures the normal operation of many low-voltage (12V) loads of the whole vehicle, so that the functions necessary to ensure the safe driving of the vehicle are not affected under the premise of ensuring the safety of personnel and vehicles.
  • the state data of the power battery can be acquired in real time during the operation of the vehicle, and whether the power battery is faulty can be determined according to the state data of the power battery.
  • the status data of the power battery can be obtained from the battery sensor and/or obtained from other sensors of the vehicle through the CAN network of the vehicle, including but not limited to the battery cell temperature, insulation resistance, cell voltage, etc. .
  • Those skilled in the art should understand how to judge the battery failure according to the state data of the power battery, which will not be described in detail herein.
  • the failure level of the power battery can be determined in the following ways: first, the failure type of the power battery is determined according to the state data of the power battery, and then, according to the failure type of the power battery and the preset failure type and failure level.
  • the mapping table obtains the failure level of the power battery.
  • a known existing solution can be used to dynamically identify the fault type of the power battery according to the state data of the power battery, which is not the focus of the present invention, and thus will not be repeated.
  • the mapping table between fault types and fault grades is pre-designed, and the mapping table classifies fault types according to the severity of consequences that may be caused by different fault types. For example, failure of insulation detection (which may occur after a vehicle collision), failure of high-voltage interlock detection, unbalanced cell voltage, severe over-temperature failure of cells (cell temperature higher than the first threshold), etc., can seriously threaten the driver and passenger safety, it is therefore classified as a critical failure, which is mapped to a critical level.
  • the general over-temperature fault of the battery cell (the temperature of the battery cell is higher than the second threshold but lower than the first threshold) will affect the safety of drivers and passengers, but the vehicle can still drive in the limp mode under such faults, so it is classified as such. For medium faults, map to medium level.
  • the remaining minor battery failures are classified as minor failures and are mapped to a minor rating.
  • the classification of the fault types of the power battery can be performed according to practical applications, which is not specifically limited in the present invention.
  • the fault level of the power battery can be determined by looking up the preset mapping table of fault types and fault levels.
  • step S100 the fault type of the power battery is first identified according to the status data of the power battery. If the corresponding fault type of the power battery is identified, it indicates that the power battery is faulty.
  • step S300 different post-fault processing methods are adopted according to different fault levels.
  • the corresponding post-fault processing measures can be determined by querying a preset fault level-fault post-processing relationship table, so as to adopt the optimal post-fault processing measures.
  • controlling the first motor to operate in a voltage maintenance mode to provide low-voltage power to a low-voltage load of the vehicle can be achieved through the following steps.
  • Step S301 taking a preset target voltage as an adjustment target, perform PID (Proportional-Integral-Differential, proportional-integral-derivative) control on the output torque of the first motor to adjust the voltage of the first motor.
  • PID Proportional-Integral-Differential, proportional-integral-derivative
  • the preset target voltage can be calibrated through experiments.
  • Step S302 monitoring the difference between the actual voltage of the first motor and the preset target voltage.
  • Step S303 determining whether the difference is smaller than a preset voltage threshold. If yes, go back to step S301, if no, go to step S304.
  • Step S304 terminating the voltage maintenance mode. That is to say, at this time, the first motor is controlled to exit the voltage maintenance mode.
  • the PID control strategy in the voltage maintenance mode adopted in this embodiment is based on the framework of the usual motor control current inner loop and torque outer loop, and on the torque outer loop, a first motor and a DCDC converter are added.
  • the voltage outer loop dynamically controls the bus voltage value by adjusting the real-time torque of the first motor, so as to ensure a stable high-voltage source for the DCDC converter and stable operation of the DCDC converter.
  • the first motor exits the voltage maintenance mode.
  • the power consumption of the DCDC converter can be maintained through the first motor, and finally a stable low-voltage supply can be ensured for the entire vehicle, so as to ensure that the vehicle can operate in the limp mode without affecting the vehicle's driving function as much as possible, satisfying the driver's driving requirements. need.
  • the failure method of the present invention can ensure that the vehicle travels to a safe parking place.
  • the failure level of the power battery is at the medium level, the vehicle will enter the limp mode, which has been introduced in many solutions, and will not be introduced separately in this article.
  • the torque of the first motor can be controlled to ensure that the current value flowing through the first motor and the DC bus of the high voltage side of the DCDC converter is less than a specified current threshold.
  • the fault level of the power battery can be upgraded to a serious level, and the post-fault processing corresponding to the serious level can be activated, so as to ensure the safety of vehicles and personnel as much as possible.
  • FIG. 5 is a schematic flowchart of a battery fault processing method for a dual-motor hybrid vehicle according to another embodiment of the present invention.
  • the battery failure processing method may at least include the following steps S510 to S550.
  • step S510 whether the power battery is faulty is detected in real time during the operation of the vehicle. If yes, step S520 is executed.
  • Step S520 determining the failure level of the power battery, wherein the failure level includes a serious level that seriously endangers the safety of the driver and passengers, a medium level that can keep the vehicle running under a limp, and a mild level.
  • the failure level of the power battery is a medium level
  • step S530 is performed.
  • step S540 is executed.
  • step S550 is performed.
  • step S530 the engine is controlled to drive the first motor to generate electricity and the first motor is controlled to operate in a voltage maintenance mode, so as to provide a low voltage for a low voltage load of the vehicle through the DCDC converter of the vehicle.
  • Step S540 disconnect the high-voltage relay of the power battery, and limit the speed of the vehicle to below the specified speed.
  • step S550 the engine is controlled to keep running, and the limit value of the charging and discharging power of the high-voltage load of the vehicle is reduced to below a specified power value.
  • the execution modes of steps S510, S520 and S530 are the same as those described above, and the description is not repeated.
  • the high-voltage relay is directly disconnected.
  • a high-voltage current may flow through the high-voltage relay, which may damage the high-voltage relay.
  • the vehicle speed can be adjusted by means of chassis braking and engine torque limit. It is limited to below the specified speed, and the specified speed can be set according to the actual application requirements, for example, it can be set to 10km/h.
  • the high-voltage load may include, for example, an air conditioner compressor, a PTC (Positive Temperature Coefficient, positive temperature system) heating element, a drive motor (ie, a second motor), and the like.
  • the specified power value can be set according to actual application requirements, for example, it is set to 10kW.
  • the classification protection strategy in this embodiment By adopting the classification protection strategy in this embodiment, on the premise of satisfying the safety of personnel, the capability of utilizing the hardware of the whole vehicle can be maximized, the driving requirements of the driver can be met, and the safety and robustness of the vehicle can be improved.
  • step S529 may be further included: High voltage load unloading. By first unloading the high-voltage load related to the power battery to ensure that the output current of the power battery is zero, the power battery pack and the high-voltage system can be effectively protected.
  • step S531 may also be included: waiting for a low voltage After the low voltage of the load is stable, disconnect the high voltage relay of the power battery and issue the first prompt.
  • the high-voltage relay is disconnected to protect the power battery pack, the high-voltage system and other related hardware.
  • the first prompt can be issued through the instrument of the vehicle, such as text reminder, light reminder, sound reminder, etc., of course, it can also be sent through other terminals (such as the driver's mobile terminal, etc.), which is not specifically limited in the present invention.
  • step S541 may also be included: issuing an alarm and/or a second prompt.
  • the alarm and/or the second prompt can be issued through the vehicle instrument, such as text reminder, light reminder, sound reminder, etc., of course, can also be issued through other terminals (such as the driver's mobile terminal, etc.), which is not limited in the present invention. Remind the driver to stop safely by issuing alarms and/or reminders.
  • step S541 is placed after step S540 in FIG. 6
  • step S541 can also be executed before step S540 or simultaneously with step S540, which does not affect the technical solution of the present invention.
  • steps S540 and S541 can be taken as a whole to constitute post-fault processing measures corresponding to the severity levels.
  • step S551 may also be included: issuing a third prompt.
  • the third prompt can be issued through the vehicle instrument, which can be text reminder, light reminder, sound reminder, etc., of course, can also be sent through other terminals (such as the driver's mobile terminal, etc.), which is not limited in the present invention.
  • step S551 is placed after step S550 in FIG. 6
  • step S551 can also be performed before step S550 or simultaneously with step S550, which does not affect the technical solution of the present invention.
  • steps S550 and S551 can be taken as a whole to constitute post-fault processing measures corresponding to the minor level.
  • the aforementioned battery fault handling method for a dual-motor hybrid vehicle may be executed by a dedicated controller, or may be executed cooperatively by a vehicle controller, a battery controller, and a motor controller already configured in the hybrid vehicle. .
  • the present invention also proposes a battery fault handling system for a dual-motor hybrid vehicle.
  • the battery fault handling system is also applicable to the aforementioned dual-motor hybrid vehicle.
  • FIG. 7 shows a schematic structural diagram of a battery fault handling system for a dual-motor hybrid vehicle according to an embodiment of the present invention.
  • the battery fault handling system may at least include a vehicle controller 1 , and a motor controller 2 and a battery controller 3 respectively connected to the vehicle controller 1 .
  • the battery controller 3 is configured to detect whether the power battery fails in real time during the operation of the vehicle; if so, determine the failure level of the power battery, and send the failure level to the vehicle controller 1, wherein the failure level includes the possibility of limping Keep the vehicle running at a medium level.
  • the battery controller 3 , the vehicle controller 1 , and the motor controller 2 are configured to perform post-fault processing cooperatively according to the fault level.
  • the vehicle controller 1 is configured to control the engine to drive the first motor to generate electricity and send a motor mode command to the motor controller 2.
  • the motor controller 2 is configured to control the first motor to operate in a voltage sustaining mode according to the motor mode command, so as to provide a low voltage to a low voltage load of the vehicle through a DCDC converter of the vehicle.
  • the battery fault processing system of the dual-motor hybrid vehicle in the embodiment of the present invention can reasonably and effectively perform different post-fault processing according to the battery fault level, realize hierarchical protection, and ensure the safety of personnel and vehicles. Especially in the event of a medium-level failure of the power battery, it can provide a stable high voltage for the DCDC converter, ensuring the normal operation of many low-voltage (12V) loads of the whole vehicle, so as to ensure the safety of personnel and vehicles on the premise of ensuring the safety of the vehicle. Functions necessary for driving are not affected.
  • the vehicle controller 1 may also be configured as:
  • the high-voltage load of the vehicle is unloaded before the engine is controlled to drive the first electric motor to generate electricity.
  • the battery controller 3 may also be configured as:
  • the vehicle controller 1 When the fault level of the power battery is medium, after the first motor runs in the voltage maintenance mode, after the low voltage of the low-voltage load is stabilized, the high-voltage relay of the power battery is disconnected, and the vehicle controller 1 is triggered to issue a first prompt.
  • the motor controller 2 may also be configured as:
  • PID control is performed on the output torque of the first motor to adjust the voltage of the first motor
  • the failure level may also include a severity level that seriously jeopardizes the safety of the driver and passengers.
  • the motor controller 2 may also be configured to send an exit message to the vehicle controller 1 after terminating the voltage maintenance mode.
  • the vehicle controller 1 may also be configured to upgrade the fault level of the power battery to a serious level according to the exit information, and activate post-fault processing corresponding to the serious level.
  • the battery controller 3 may also be configured as:
  • the vehicle controller 1 can also be configured to: when the failure level of the power battery is a serious level, limit the speed of the vehicle to below the specified speed.
  • vehicle controller 1 can also be configured as:
  • the failure level may also include a mild level.
  • the vehicle controller 1 can also be configured as:
  • the engine is controlled to keep running, and the limit of the charging and discharging power of the high-voltage load of the vehicle is reduced to below the specified power value.
  • vehicle controller 1 can also be configured as:
  • the battery controller 3 may also be configured as:
  • the status data of the power battery is obtained in real time, and whether the power battery is faulty is determined according to the status data of the power battery.
  • the battery controller 3 can also be configured as:
  • the fault level of the power battery is obtained according to the fault type of the power battery and the preset mapping table of fault type and fault level.
  • the present invention also proposes a dual-motor hybrid vehicle.
  • the dual-motor hybrid vehicle includes an engine, a first motor connected to the engine, a power battery connected to the first motor, and a battery fault handling system for the dual-motor hybrid vehicle in any of the foregoing embodiments or a combination of embodiments.
  • the two-motor hybrid vehicle may further include a second electric machine and a powertrain.
  • the second motor is connected to the power battery, and the power battery provides power for the second motor to drive the wheels through the power transmission system by the second motor.
  • the dual-motor hybrid vehicle of the embodiment of the present invention can reasonably and effectively carry out different post-fault processing according to the battery fault level, so as to realize hierarchical protection, and on the premise of ensuring the safety of personnel and vehicles, the hardware of the whole vehicle can be utilized to the maximum extent possible. The ability to meet the driving needs of the driver, thereby improving the safety and robustness of the vehicle.
  • the embodiments of the present invention can achieve the following beneficial effects:
  • the fault level of the power battery is determined, and corresponding post-fault processing is performed according to the fault level of the power battery
  • different post-fault processing can be carried out reasonably and effectively according to the fault level of the battery, so as to achieve hierarchical protection and ensure the safety of personnel and vehicles.
  • the first motor is driven by the engine to generate electricity and the first motor is controlled to operate in a voltage sustaining mode to provide a stable high voltage for the DCDC converter, and then the DCDC converter converts the low voltage to a low voltage that is supplied to the vehicle.
  • the load ensures the normal operation of many low-voltage (12V) loads of the whole vehicle, so that the functions necessary to ensure the safe driving of the vehicle are not affected under the premise of ensuring the safety of personnel and vehicles.
  • the high-voltage relay is disconnected and the speed of the vehicle is limited; when the power battery only has a mild level failure, the engine is kept running, and the charge and discharge power limit of the high-voltage load of the vehicle is reduced, thereby Under the premise of satisfying the safety of personnel, the ability to utilize the hardware of the whole vehicle as much as possible to meet the driving needs of the driver and improve the safety and robustness of the vehicle.

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Abstract

一种双电机混合动力车辆及其电池故障处理方法和系统。该电池故障处理方法包括：在车辆运行过程中实时检测动力电池是否发生故障；若是，确定动力电池的故障等级，其中，故障等级包括可在跛行下保持车辆行驶的中等等级；根据故障等级进行故障后处理，包括：当动力电池的故障等级为中等等级时，控制发动机驱动第一电机进行发电并同时控制第一电机进入电压维持模式运行，以通过车辆的DCDC转换器为车辆的低压负载提供低压。

Description

双电机混合动力车辆及其电池故障处理方法和系统 技术领域
本发明涉及车辆技术领域，特别是涉及一种双电机混合动力车辆的电池故障处理方法和电池故障处理系统以及包括该电池故障处理系统的双电机混合动力车辆。
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。双电机混合动力系统是一种高效率的混合动力系统。目前采用双电机混合动力系统的车辆可包括前驱类型和后驱类型。采用双电机混联(即串联+并联)的前驱混合动力车辆通常具有如图1所示的系统结构，其中，ICE表示内燃机，P1、P2为电机，P1电机与内燃机曲轴固联。当离合器C0脱开时，发动机与车辆的动力传动系统脱开，单独驱动P1电机为动力电池(图1中未示出)充电，P2电机驱动车辆，这种工况为串联模式。在离合器C0闭合后，发动机可以通过离合器C0直接驱动车辆，P1电机和P2电机根据需要进行充、放电，车辆工作在并联模式。
对于此类混合动力车辆，当车辆的动力电池出现故障后，采用正确的后处理方法尤为重要，特别是对于不同严重程度的故障，若不加以区分而采取同样的处理措施，可能会对驾驶员和乘客造成人身危害，或为车辆行驶带来安全隐患。与此同时，由于此类混合动力车两通常没有配置12V发电机，在动力电池严重故障不得不断开高压继电器之后，如何维持整车低压端负载的用电需求至关重要。现有技术中还没有针对双电机混合动力车辆的动力电池故障后的合理、有效的处理方案。
发明内容
鉴于上述问题，本发明提出了一种克服上述问题或者至少部分地解决上述问题的双电机混合动力车辆的电池故障处理方法和电池故障处理系统以及包括该电池故障处理系统的双电机混合动力车辆。
本发明的一个目的在于提供一种双电机混合动力车辆的电池故障处理方法，可合理、有效地根据电池故障等级进行不同的故障后处理，保证人员和车辆安全。
本发明的一个进一步的目的是在保证人员和车辆安全的前提下，保障车辆安全驾驶所必须的功能不受影响。
特别地，根据本发明实施例的一方面，提供了一种双电机混合动力车辆的电池故障处理方法，所述双电机混合动力车辆包括发动机、与所述发动机连接的第一电机、以及与所述第一电机连接的动力电池；所述电池故障处理方法包括：
在车辆运行过程中实时检测所述动力电池是否发生故障；
若是，则确定所述动力电池的故障等级，其中，所述故障等级包括可在跛行下保持车辆行驶的中等等级；
根据所述故障等级进行故障后处理，包括：当所述动力电池的故障等级为所述中等等级时，控制所述发动机驱动所述第一电机进行发电并控制所述第一电机以电压维持模式运行，以通过所述车辆的DCDC转换器为所述车辆的低压负载提供低压。
可选地，当所述动力电池的故障等级为所述中等等级时，在控制所述发动机驱动所述第一电机进行发电并控制所述第一电机以电压维持模式运行之前，所述电池故障处理方法还包括：
将所述车辆的高压负载卸载。
可选地，当所述动力电池的故障等级为所述中等等级时，在控制所述发动机驱动所述第一电机进行发电并控制所述第一电机以电压维持模式运行之后，所述电池故障处理方法还包括：
待所述低压负载的低压稳定之后，断开所述动力电池的高压继电器，并发出第一提示。
可选地，所述控制所述第一电机以电压维持模式运行的步骤包括：
以预设目标电压为调节目标，对所述第一电机的输出扭矩进行PID控制以调节所述第一电机的电压；
监测所述第一电机的实际电压与所述预设目标电压之间的差值；
判断所述差值是否小于预设电压阈值；
若是，则继续执行以预设目标电压为调节目标，对所述第一电机的输出扭矩进行PID控制以调节所述第一电机的电压；
若否，则终止所述电压维持模式。
可选地，所述故障等级还包括严重危及驾驶员和乘客安全的严重等级；
在终止所述电压维持模式之后，所述电池故障处理方法还包括：
将所述动力电池的故障等级升级为所述严重等级，并激活与所述严重等级对应的故障后处理。
可选地，所述故障等级还包括严重危及驾驶员和乘客安全的严重等级；
所述根据所述故障等级进行故障后处理的步骤还包括：
当所述动力电池的故障等级为所述严重等级时，断开所述动力电池的高压继电器，并将所述车辆的车速限制至指定车速以下。
可选地，所述根据所述故障等级进行故障后处理的步骤还包括：
当所述动力电池的故障等级为所述严重等级时，发出警报和/或第二提示。
可选地，所述故障等级还包括轻度等级；
所述根据所述故障等级进行故障后处理的步骤还包括：
当所述动力电池的故障等级为所述轻度等级时，控制所述发动机保持运转，并将所述车辆的高压负载的充放电功率限值降低至指定功率值以下。
可选地，所述根据所述故障等级进行故障后处理的步骤还包括：
当所述动力电池的故障等级为所述轻度等级时，发出第三提示。
可选地，在车辆运行过程中实时检测所述动力电池是否发生故障的步骤包括：
在车辆运行过程中实时获取所述动力电池的状态数据，根据所述动力电池的状态数据判断所述动力电池是否发生故障；
所述确定所述动力电池的故障等级的步骤包括：
根据所述动力电池的状态数据确定所述动力电池的故障类型；
根据所述动力电池的故障类型和预设的故障类型与故障等级的映射表得到所述动力电池的故障等级。
根据本发明实施例的另一方面，还提供了一种双电机混合动力车辆的电池故障处理系统，所述双电机混合动力车辆包括发动机、与所述发动机连接的第一电机、以及与所述第一电机连接的动力电池；所述控制系统包括整车控制器、以及分别与所述整车控制器连接的电池控制器和电机控制器，其中
所述电池控制器配置为在车辆运行过程中实时检测所述动力电池是否发生故障；若是，则确定所述动力电池的故障等级，并将所述故障等级发送至所述整车控制器，其中，所述故障等级包括可在跛行下保持车辆行驶的中等等级；
所述电池控制器、所述整车控制器和所述电机控制器配置为根据所述故障等级协同进行故障后处理；
其中，当所述动力电池的故障等级为所述中等等级时，所述整车控制器配置为控制所述发动机驱动所述第一电机进行发电并发送电机模式指令至所述电机控制器；
所述电机控制器配置为根据所述电机模式指令控制所述第一电机以电压维持模式运行，以通过所述车辆的DCDC转换器为所述车辆的低压负载提供低压。
可选地，所述整车控制器还配置为：
当所述动力电池的故障等级为所述中等等级时，在控制所述发动机驱动所述第一电机进行发电之前，将所述车辆的高压负载卸载。
可选地，所述电池控制器还配置为：
当所述动力电池的故障等级为所述中等等级时，在所述第一电机以电压维持模式运行之后，待所述低压负载的低压稳定之后，断开所述动力电池的高压继电器，并触发所述整车控制器发出第一提示。
可选地，所述电机控制器还配置为：
以预设目标电压为调节目标，对所述第一电机的输出扭矩进行PID控制以调节所述第一电机的电压；
监测所述第一电机的实际电压与所述预设目标电压之间的差值；
判断所述差值是否小于预设电压阈值；
若是，则继续以预设目标电压为调节目标对所述第一电机的输出扭矩进行PID控制，监测所述第一电机的实际电压与所述预设目标电压之间的差值并判断所述差值是否小于预设电压阈值；若否，则终止所述电压维持模式。
可选地，所述故障等级还包括严重危及驾驶员和乘客安全的严重等级；
所述电机控制器还配置为在终止所述电压维持模式之后，发送退出信息至所述整车控制器；
所述整车控制器还配置为根据所述退出信息将所述动力电池的故障等级升级为所述严重等级，并激活与所述严重等级对应的故障后处理。
可选地，所述故障等级还包括严重危及驾驶员和乘客安全的严重等级；
所述电池控制器还配置为：
当所述动力电池的故障等级为所述严重等级时，断开所述动力电池的高 压继电器；并且
整车控制器还配置为：当所述动力电池的故障等级为所述严重等级时，将所述车辆的车速限制至指定车速以下。
可选地，所述整车控制器还配置为：
当所述动力电池的故障等级为所述严重等级时，发出警报和/或第二提示。
可选地，所述故障等级还包括轻度等级；
所述整车控制器还配置为：
当所述动力电池的故障等级为所述轻度等级时，控制所述发动机保持运转，并将所述车辆的高压负载的充放电功率限值降低至指定功率值以下。
可选地，所述整车控制器还配置为：
当所述动力电池的故障等级为所述轻度等级时，发出第三提示。
根据本发明实施例的再一方面，还提供了一种双电机混合动力车辆，包括发动机、与所述发动机连接的第一电机、与所述第一电机连接的动力电池、以及前文中任一项的双电机混合动力车辆的电池故障处理系统。
本发明实施例提供的双电机混合动力车辆及其电池故障处理方法和系统中，在检测到动力电池发生故障后，确定动力电池的故障等级，并根据动力电池的故障等级进行相应的故障后处理，如此，可合理、有效地根据电池故障等级针对地进行不同的故障后处理，实现分级保护，保证人员和车辆安全。特别地，在动力电池发生中等等级故障时，通过发动机驱动第一电机发电并控制第一电机以电压维持模式运行以为DCDC转换器提供稳定的高压，进而DCDC转换器转化为低压供应给车辆的低压负载，保证了整车众多的低压(12V)负载的正常运行，从而在保证人员和车辆安全的前提下，保障车辆安全驾驶所必须的功能不受影响。
进一步地，当动力电池发生严重等级故障时，断开高压继电器并限制车辆的车速；当动力电池仅发生轻度等级故障时，保持发动机运转，降低车辆的高压负载的充放电功率限值，从而在满足人员安全的前提下，尽可能最大化利用整车硬件的能力，满足驾驶员的驾驶需求，提高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为双电机混合动力车辆的一种系统结构示意图；
图2为双电机混合动力车辆的动力电池的高压继电器断开后向低压负载供电的示意图；
图3为根据本发明一个实施例的双电机混合动力车辆的电池故障处理方法的流程示意图；
图4为根据本发明一个实施例的控制第一电机以电压维持模式运行步骤的流程示意图；
图5为根据本发明另一个实施例的双电机混合动力车辆的电池故障处理方法的流程示意图；
图6为根据本发明又一个实施例的双电机混合动力车辆的电池故障处理方法的流程示意图；
图7为根据本发明一个实施例的双电机混合动力车辆的电池故障处理系统的结构示意图。
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。
目前双电机混合动力车辆，特别是双电机混联(即串联+并联)的前驱混合动力车辆，通常具有如图1所示的系统结构，通过离合器C0的脱开或闭合，实现串联模式或并联模式。当车辆工作在串联模式时，发动机转速与负载、车速、档位等解耦，这就使发动机能够工作在一个油耗排放较优的区间；当车辆工作在并联模式时，发动机直接驱动车辆，减小了P1电机充电、P2电机放电以及电池充放电带来的效率损失。混合动力车辆需要根据车辆 当前状态进行合适的模式选择，以达到较优的油耗、排放、驾驶性及NVH(Noise,Vibration,Harshness，噪声、振动与声振粗糙度)等综合性能。
本申请发明人经过探索发现，对于此类混合动力车辆，当车辆的高压动力电池出现故障后，采用正确的后处理方法尤为重要。例如，当动力电池控制器检测到严重的绝缘性故障后，为了防止高压系统对车辆内部的人员(包括驾驶员和乘客)造成人身危害，需要尽可能快地断开动力电池的高压继电器，同时车辆进入“跛行”模式，主动限速并通过仪表盘提示驾驶员安全停靠车辆；而当动力电池控制器检测到的故障等级不高时，例如动力电池电芯温度超过一定阈值，但是并未达到报警或断开高压继电器的阈值时，则需要限制电池的充放电功率以防止故障升级，此时若采取过激的故障后处理(例如强行断开高压继电器，超低限速等)，轻则会给驾驶员带来不必要的困惑，重则会因为车辆无法正常行驶带来安全隐患。
与此同时，此类混合动力车辆通常没有传统车辆配置的12V发电机，其12V电压端的供电主要由高压动力电池、DCDC转换器及低压(12V)蓄电池共同产生，而在高压动力电池严重故障不得不断开高压继电器之后，维持整车低压端负载的用电需求至关重要。这是因为所有的车辆安全功能，例如方向盘转向助力、车辆的刹车助力等，都需要稳定的12V低压供电电压。这就需要在高压动力电池因故障断开高压继电器之后，控制P1电机充当发电机的角色，为DCDC转换器-12V蓄电池供电，如图2所示。
基于以上发现，本发明提出了一种双电机混合动力车辆的电池故障处理方法，以期解决或者至少部分地解决上述问题。本发明的电池故障处理方法所涉及的双电机混合动力车辆可包括发动机、与发动机连接的第一电机、以及与第一电机连接的动力电池，具体的连接和设置方式可参照图1。需要注意的是，图1中并未示出动力电池，本领域技术人员应可认识到动力电池的设置方式。双电机混合动力车辆还可以进一步包括第二电机和动力传动系统。第二电机与动力电池连接，由动力电池为第二电机提供电源以由第二电机通过动力传动系统驱动车轮。
图3示出了根据本发明一个实施例的双电机混合动力车辆的电池故障处理方法。参见图3所示，该电池故障处理方法至少可以包括以下步骤S100至步骤S300。
步骤S100，在车辆运行过程中实时检测动力电池是否发生故障。若是， 则执行步骤S200。
步骤S200，确定动力电池的故障等级，其中，故障等级包括可在跛行下保持车辆行驶的中等等级。
步骤S300，根据故障等级进行故障后处理，包括：当动力电池的故障等级为中等等级时，控制发动机驱动第一电机进行发电并控制第一电机以电压维持模式运行，以通过车辆的DCDC转换器为车辆的低压负载提供低压。
本发明实施例提供的双电机混合动力车辆的电池故障处理方法中，在检测到动力电池发生故障后，确定动力电池的故障等级，并根据动力电池的故障等级进行相应的故障后处理，如此，可合理、有效地根据电池故障等级针对地进行不同的故障后处理，实现分级保护，保证人员和车辆安全。特别地，在动力电池发生中等等级故障时，通过发动机驱动第一电机发电并控制第一电机以电压维持模式运行以为DCDC转换器提供稳定的高压，进而DCDC转换器转化为低压供应给车辆的低压负载，保证了整车众多的低压(12V)负载的正常运行，从而在保证人员和车辆安全的前提下，保障车辆安全驾驶所必须的功能不受影响。
上文步骤S100中，可以在车辆运行过程中实时获取动力电池的状态数据，根据动力电池的状态数据判断动力电池是否发生故障。具体地，动力电池的状态数据可从电池传感器处获取得到和/或通过车辆的CAN网络从整车的其他传感器处获取得到，包括但不限于电池的电芯温度、绝缘电阻、电芯电压等。本领域技术人员应可理解如何根据动力电池的状态数据对电池故障进行判断，本文中不另赘述。
上文步骤S200中，可通过以下方式确定动力电池的故障等级：首先，根据动力电池的状态数据确定动力电池的故障类型，然后，根据动力电池的故障类型和预设的故障类型与故障等级的映射表得到动力电池的故障等级。
本发明中可采用已知的现有方案根据动力电池的状态数据动态地识别动力电池的故障类型，这并非本发明的重点所在，因此不再赘述。
故障类型与故障等级的映射表是预先设计好的，映射表中根据不同的故障类型可能导致的后果严重程度对故障类型进行等级划分。例如，绝缘检测失败故障(可能在车辆碰撞后发生)、高压互锁检测失败故障、电芯电压不平衡、电芯严重过温故障(电芯温度高于第一阈值)等会严重威胁驾驶员和乘客安全，因此归类为严重故障，映射至严重等级。电芯一般过温故障(电 芯温度高于第二阈值但低于第一阈值)等会影响驾驶员和乘客的安全，但车辆在此类故障下还可以在跛行模式下行驶，因此归类为中等故障，映射至中等等级。其余轻微的电池故障则归类为轻度故障，映射至轻度等级。对于动力电池的故障类型的等级划分可以根据实际应用进行，本发明对此不做具体的限制。通过查找预设的故障类型与故障等级的映射表，可确定动力电池的故障等级。
另外，识别动力电池的故障类型的步骤也可以在步骤S100中进行。这种情况下，在步骤S100中先根据动力电池的状态数据识别动力电池的故障类型，若识别得到相应的动力电池的故障类型，则表明动力电池发生了故障，此时，再执行根据动力电池的故障类型和预设的故障类型与故障等级的映射表得到动力电池的故障等级的步骤。
上文步骤S300中，根据不同的故障等级采取不同的故障后处理方式。具体地，可通过查询预先设定的故障等级-故障后处理关系表来确定相应的故障后处理措施，从而采用最优的故障后处理措施应对。
特别地，如图4所示，当动力电池的故障等级为中等等级时，控制第一电机以电压维持模式运行以为车辆的低压负载提供低压电源可通过以下步骤来实现。
步骤S301，以预设目标电压为调节目标，对第一电机的输出扭矩进行PID(Proportional-Integral-Differential，比例-积分-微分)控制以调节第一电机的电压。预设目标电压可通过实验标定。
步骤S302，监测第一电机的实际电压与预设目标电压之间的差值。
步骤S303，判断差值是否小于预设电压阈值。若是，则返回至步骤S301，若否，则执行步骤S304。
步骤S304，终止电压维持模式。也就是说，此时控制第一电机退出电压维持模式。
本实施例中采用的电压维持模式下的PID控制的策略是在通常的电机控制电流内环和扭矩外环的框架基础上，在扭矩外环上又增加了基于第一电机和DCDC转换器的高压侧的母线电压PID调节的电压外环。电压外环通过调节第一电机的实时扭矩来动态地控制该母线电压值，以保证为DCDC转换器提供稳定的高压源，保证DCDC转换器的稳定工作。当第一电机无法保持稳定的母线电压时(此时第一电机的实际电压与预设目标电压大于预设 电压阈值)，第一电机退出电压维持模式。通过这种方式，可通过第一电机维持DCDC转换器的功耗，最终为整车保证稳定的低压供给，从而保证车辆能够在跛行模式下尽可能的不影响车辆行驶功能，满足驾驶员的驾驶需求。例如，当发生电池故障时，车辆正处在高速公路当中，本发明的故障方法可保证车辆行驶至安全停放地点。当然，本领域技术人员可以理解，当动力电池的故障等级为中等等级时，车辆会进入跛行模式，这在众多方案中已有介绍，本文不再另行介绍。
进一步地，在控制第一电机以电压维持模式运行之前，可通过控制第一电机的扭矩来保证第一电机和DCDC转换器的高压侧的直流母线上流经的电流值小于指定电流阈值。
进一步地，在终止电压维持模式之后，还可以将动力电池的故障等级升级为严重等级，并激活与严重等级对应的故障后处理，从而尽量保证车辆和人员的安全。
图5为根据本发明另一个实施例的双电机混合动力车辆的电池故障处理方法的流程示意图。参见图5所示，该电池故障处理方法至少可以包括以下步骤S510至步骤S550。
步骤S510，在车辆运行过程中实时检测动力电池是否发生故障。若是，则执行步骤S520。
步骤S520，确定动力电池的故障等级，其中，故障等级包括严重危及驾驶员和乘客安全的严重等级、可在跛行下保持车辆行驶的中等等级、和轻度等级。当动力电池的故障等级为中等等级时，执行步骤S530。当动力电池的故障等级为严重等级时，执行步骤S540。当动力电池的故障等级为轻度等级时，执行步骤S550。
步骤S530，控制发动机驱动第一电机进行发电并控制第一电机以电压维持模式运行，以通过车辆的DCDC转换器为车辆的低压负载提供低压。
步骤S540，断开动力电池的高压继电器，并将车辆的车速限制至指定车速以下。
步骤S550，控制发动机保持运转，并将车辆的高压负载的充放电功率限值降低至指定功率值以下。
本实施例中，步骤S510、S520和S530的执行方式与前文相同，不再重复介绍。当动力电池发生严重等级故障时，直接断开高压继电器，此时可能 会有高压电流流经高压继电器，有损害高压继电器的风险；同时，可通过底盘刹车以及发动机限扭等方式将车辆的车速限制至指定速度以下，指定速度可根据实际应用需求进行设置，例如可设置为10km/h。当动力电池仅发生轻度等级故障时，保持发动机运转，降低车辆的高压负载的充放电功率限值，使得在保障驾驶的同时，尽量降低高压电池负载从而避免故障等级升级。高压负载例如可以包括空调压缩机、PTC(Positive Temperature Coefficient，正温度系统)加热元件、驱动电机(即第二电机)等。指定功率值可以根据实际应用需求进行设置，例如设置为10kW。
本实施例通过采用分类保护策略，能够在满足人员安全的前提下，尽可能最大化利用整车硬件的能力，满足驾驶员的驾驶需求，提高车辆的安全性和鲁棒性。
在一个进一步的实施例中，参见图6所示，在步骤S530之前，即在控制发动机驱动第一电机进行发电并控制第一电机以电压维持模式运行之前，还可以包括步骤S529：将车辆的高压负载卸载。通过先将与动力电池相关的高压负载卸载，以尽量保证动力电池的输出端电流为零，可有效地保护动力电池包和高压系统。
在一个进一步的实施例中，继续参见图6所示，在步骤S530之后，即在控制发动机驱动第一电机进行发电并控制第一电机以电压维持模式运行之后，还可以包括步骤S531：待低压负载的低压稳定之后，断开动力电池的高压继电器，并发出第一提示。本实施例中，在第一电机进入电压维持模式一段时间使提供给低压负载的低压稳定之后，断开高压继电器，以保护动力电池包、高压系统等相关硬件。由于之前已经通过调整第一电机的模式实现了DCDC转换器的高压端供给，其余的高压负载已被卸载，因此在断开高压继电器的时刻，实际上流过高压继电器的电流会非常小，从而起到很好的保护高压继电器的作用。另外，在高压继电器断开后，DCDC转换器和第一电机仍能够持续工作，维持整车低压负载的供电。第一提示可通过车辆的仪表发出，可以为文字提醒、灯光提醒、声音提醒等，当然也可以通过其他终端(如驾驶员的移动终端等)发出，本发明对此不做具体限制。
在一个进一步的实施例中，继续参见图6所示，当动力电池的故障等级为严重等级时，还可以包括步骤S541：发出警报和/或第二提示。警报和/或第二提示可通过车辆仪表发出，可以为文字提醒、灯光提醒、声音提醒等， 当然也可以通过其他终端(如驾驶员的移动终端等)发出，本发明对此不做限制。通过发出警报和/或提示，提醒驾驶员安全停车。需要说明的是，图6中虽然将步骤S541置于步骤S540之后，但步骤S541也可以在步骤S540之前或与步骤S540同时执行，这并不会影响本发明的技术方案。本实施例中，步骤S540和S541可作为一个整体构成与严重等级对应的故障后处理措施。
在一个进一步的实施例中，继续参见图6所示，当动力电池的故障等级为轻度等级时，还可以包括步骤S551：发出第三提示。第三提示可通过车辆仪表发出，可以为文字提醒、灯光提醒、声音提醒等，当然也可以通过其他终端(如驾驶员的移动终端等)发出，本发明对此不做限制。需要说明的是，图6中虽然将步骤S551置于步骤S550之后，但步骤S551也可以在步骤S550之前或与步骤S550同时执行，这并不会影响本发明的技术方案。本实施例中，步骤S550和S551可作为一个整体构成与轻度等级对应的故障后处理措施。
需要说明的是，前述的双电机混合动力车辆的电池故障处理方法可以由一个专用的控制器执行，也可以采用混合动力车辆中已配置的整车控制器、电池控制器和电机控制器协同执行。
基于同一技术构思，本发明还提出了一种双电机混合动力车辆的电池故障处理系统。该电池故障处理系统同样可适用于前述的双电机混合动力车辆。
图7示出了根据本发明一个实施例的双电机混合动力车辆的电池故障处理系统的结构示意图。参见图7所示，该电池故障处理系统至少可以包括整车控制器1、以及分别与整车控制器1连接的电机控制器2和电池控制器3。
现介绍本发明实施例的双电机混合动力车辆的电池故障处理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3配置为在车辆运行过程中实时检测动力电池是否发生故障；若是，则确定动力电池的故障等级，并将故障等级发送至整车控制器1，其中，故障等级包括可在跛行下保持车辆行驶的中等等级。
电池控制器3、整车控制器1和电机控制器2配置为根据故障等级协同进行故障后处理。
当动力电池的故障等级为中等等级时，整车控制器1配置为控制发动机 驱动第一电机进行发电并发送电机模式指令至电机控制器2。电机控制器2配置为根据电机模式指令控制第一电机以电压维持模式运行，以通过车辆的DCDC转换器为车辆的低压负载提供低压。
本发明实施例的双电机混合动力车辆的电池故障处理系统可合理、有效地根据电池故障等级针对地进行不同的故障后处理，实现分级保护，保证人员和车辆安全。特别是在动力电池发生中等等级故障时，可为DCDC转换器提供稳定的高压，保证了整车众多的低压(12V)负载的正常运行，从而在保证人员和车辆安全的前提下，保障车辆安全驾驶所必须的功能不受影响。
在本发明的一个实施例中，整车控制器1还可以配置为：
当动力电池的故障等级为中等等级时，在控制发动机驱动第一电机进行发电之前，将车辆的高压负载卸载。
在本发明的一个实施例中，电池控制器3还可以配置为：
当动力电池的故障等级为中等等级时，在第一电机以电压维持模式运行之后，待低压负载的低压稳定之后，断开动力电池的高压继电器，并触发整车控制器1发出第一提示。
在本发明的一个实施例中，电机控制器2还可以配置为：
以预设目标电压为调节目标，对第一电机的输出扭矩进行PID控制以调节第一电机的电压；
监测第一电机的实际电压与预设目标电压之间的差值；
判断差值是否小于预设电压阈值；
若是，则继续以预设目标电压为调节目标对第一电机的输出扭矩进行PID控制，监测第一电机的实际电压与预设目标电压之间的差值并判断差值是否小于预设电压阈值；若否，则终止电压维持模式。
在本发明的一个实施例中，故障等级还可以包括严重危及驾驶员和乘客安全的严重等级。在这种情况下，电机控制器2还可以配置为在终止电压维持模式之后，发送退出信息至整车控制器1。整车控制器1还可以配置为根据该退出信息将动力电池的故障等级升级为严重等级，并激活与严重等级对应的故障后处理。
在本发明的一个实施例中，电池控制器3还可以配置为：
当动力电池的故障等级为严重等级时，断开动力电池的高压继电器。
整车控制器1还可以配置为：当动力电池的故障等级为严重等级时，将 车辆的车速限制至指定车速以下。
在一个进一步的实施例中，整车控制器1还可以配置为：
当动力电池的故障等级为严重等级时，发出警报和/或第二提示。
在本发明的一个实施例中，故障等级还可以包括轻度等级。在这种情况下，整车控制器1还可以配置为：
当动力电池的故障等级为轻度等级时，控制发动机保持运转，并将车辆的高压负载的充放电功率限值降低至指定功率值以下。
在一个进一步的实施例中，整车控制器1还可以配置为：
当动力电池的故障等级为轻度等级时，发出第三提示。
在本发明的一个实施例中，电池控制器3还可以配置为：
在车辆运行过程中实时获取动力电池的状态数据，根据动力电池的状态数据判断动力电池是否发生故障。
进一步地，电池控制器3还可以配置为：
根据动力电池的状态数据确定动力电池的故障类型；
根据动力电池的故障类型和预设的故障类型与故障等级的映射表得到动力电池的故障等级。
基于同一技术构思，本发明还提出了一种双电机混合动力车辆。该双电机混合动力车辆包括发动机、与发动机连接的第一电机、与第一电机连接的动力电池、以及前文任意实施例或实施例组合的双电机混合动力车辆的电池故障处理系统。双电机混合动力车辆还可以进一步包括第二电机和动力传动系统。第二电机与动力电池连接，由动力电池为第二电机提供电源以由第二电机通过动力传动系统驱动车轮。
本发明实施例的双电机混合动力车辆可合理、有效地根据电池故障等级针对地进行不同的故障后处理，实现分级保护，在保证人员和车辆安全的前提下，尽可能最大化利用整车硬件的能力，满足驾驶员的驾驶需求，从而提升车辆的安全性和鲁棒性。
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双电机混合动力车辆及其电池故障处理方法和系统中，在检测到动力电池发生故障后，确定动力电池的故障等级，并根据动 力电池的故障等级进行相应的故障后处理，如此，可合理、有效地根据电池故障等级针对地进行不同的故障后处理，实现分级保护，保证人员和车辆安全。特别地，在动力电池发生中等等级故障时，通过发动机驱动第一电机发电并控制第一电机以电压维持模式运行以为DCDC转换器提供稳定的高压，进而DCDC转换器转化为低压供应给车辆的低压负载，保证了整车众多的低压(12V)负载的正常运行，从而在保证人员和车辆安全的前提下，保障车辆安全驾驶所必须的功能不受影响。
进一步地，当动力电池发生严重等级故障时，断开高压继电器并限制车辆的车速；当动力电池仅发生轻度等级故障时，保持发动机运转，降低车辆的高压负载的充放电功率限值，从而在满足人员安全的前提下，尽可能最大化利用整车硬件的能力，满足驾驶员的驾驶需求，提高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 (20)

  1. 一种双电机混合动力车辆的电池故障处理方法，所述双电机混合动力车辆包括发动机、与所述发动机连接的第一电机、以及与所述第一电机连接的动力电池；所述电池故障处理方法包括：
    在车辆运行过程中实时检测所述动力电池是否发生故障；
    若是，则确定所述动力电池的故障等级，其中，所述故障等级包括可在跛行下保持车辆行驶的中等等级；
    根据所述故障等级进行故障后处理，包括：当所述动力电池的故障等级为所述中等等级时，控制所述发动机驱动所述第一电机进行发电并控制所述第一电机以电压维持模式运行，以通过所述车辆的DCDC转换器为所述车辆的低压负载提供低压。
  2. 根据权利要求1所述的电池故障处理方法，其中，当所述动力电池的故障等级为所述中等等级时，在控制所述发动机驱动所述第一电机进行发电并控制所述第一电机以电压维持模式运行之前，所述电池故障处理方法还包括：
    将所述车辆的高压负载卸载。
  3. 根据权利要求1所述的电池故障处理方法，其中，当所述动力电池的故障等级为所述中等等级时，在控制所述发动机驱动所述第一电机进行发电并控制所述第一电机以电压维持模式运行之后，所述电池故障处理方法还包括：
    待所述低压负载的低压稳定之后，断开所述动力电池的高压继电器，并发出第一提示。
  4. 根据权利要求1所述的电池故障处理方法，其中，所述控制所述第一电机以电压维持模式运行的步骤包括：
    以预设目标电压为调节目标，对所述第一电机的输出扭矩进行PID控制以调节所述第一电机的电压；
    监测所述第一电机的实际电压与所述预设目标电压之间的差值；
    判断所述差值是否小于预设电压阈值；
    若是，则继续执行以预设目标电压为调节目标，对所述第一电机的输出扭矩进行PID控制以调节所述第一电机的电压；
    若否，则终止所述电压维持模式。
  5. 根据权利要求4所述的电池故障处理方法，其中，所述故障等级还包括严重危及驾驶员和乘客安全的严重等级；
    在终止所述电压维持模式之后，所述电池故障处理方法还包括：
    将所述动力电池的故障等级升级为所述严重等级，并激活与所述严重等级对应的故障后处理。
  6. 根据权利要求1所述的电池故障处理方法，其中，所述故障等级还包括严重危及驾驶员和乘客安全的严重等级；
    所述根据所述故障等级进行故障后处理的步骤还包括：
    当所述动力电池的故障等级为所述严重等级时，断开所述动力电池的高压继电器，并将所述车辆的车速限制至指定车速以下。
  7. 根据权利要求6所述的电池故障处理方法，其中，所述根据所述故障等级进行故障后处理的步骤还包括：
    当所述动力电池的故障等级为所述严重等级时，发出警报和/或第二提示。
  8. 根据权利要求1所述的电池故障处理方法，其中，所述故障等级还包括轻度等级；
    所述根据所述故障等级进行故障后处理的步骤还包括：
    当所述动力电池的故障等级为所述轻度等级时，控制所述发动机保持运转，并将所述车辆的高压负载的充放电功率限值降低至指定功率值以下。
  9. 根据权利要求8所述的电池故障处理方法，其中，所述根据所述故障等级进行故障后处理的步骤还包括：
    当所述动力电池的故障等级为所述轻度等级时，发出第三提示。
  10. 根据权利要求1所述的电池故障处理方法，其中，在车辆运行过程中实时检测所述动力电池是否发生故障的步骤包括：
    在车辆运行过程中实时获取所述动力电池的状态数据，根据所述动力电池的状态数据判断所述动力电池是否发生故障；
    所述确定所述动力电池的故障等级的步骤包括：
    根据所述动力电池的状态数据确定所述动力电池的故障类型；
    根据所述动力电池的故障类型和预设的故障类型与故障等级的映射表得到所述动力电池的故障等级。
  11. 一种双电机混合动力车辆的电池故障处理系统，所述双电机混合动 力车辆包括发动机、与所述发动机连接的第一电机、以及与所述第一电机连接的动力电池；所述控制系统包括整车控制器、以及分别与所述整车控制器连接的电池控制器和电机控制器，其中
    所述电池控制器配置为在车辆运行过程中实时检测所述动力电池是否发生故障；若是，则确定所述动力电池的故障等级，并将所述故障等级发送至所述整车控制器，其中，所述故障等级包括可在跛行下保持车辆行驶的中等等级；
    所述电池控制器、所述整车控制器和所述电机控制器配置为根据所述故障等级协同进行故障后处理；
    其中，当所述动力电池的故障等级为所述中等等级时，所述整车控制器配置为控制所述发动机驱动所述第一电机进行发电并发送电机模式指令至所述电机控制器；
    所述电机控制器配置为根据所述电机模式指令控制所述第一电机以电压维持模式运行，以通过所述车辆的DCDC转换器为所述车辆的低压负载提供低压。
  12. 根据权利要求11所述的电池故障处理系统，其中，所述整车控制器还配置为：
    当所述动力电池的故障等级为所述中等等级时，在控制所述发动机驱动所述第一电机进行发电之前，将所述车辆的高压负载卸载。
  13. 根据权利要求11所述的电池故障处理系统，其中，所述电池控制器还配置为：
    当所述动力电池的故障等级为所述中等等级时，在所述第一电机以电压维持模式运行之后，待所述低压负载的低压稳定之后，断开所述动力电池的高压继电器，并触发所述整车控制器发出第一提示。
  14. 根据权利要求11所述的电池故障处理系统，其中，所述电机控制器还配置为：
    以预设目标电压为调节目标，对所述第一电机的输出扭矩进行PID控制以调节所述第一电机的电压；
    监测所述第一电机的实际电压与所述预设目标电压之间的差值；
    判断所述差值是否小于预设电压阈值；
    若是，则继续以预设目标电压为调节目标对所述第一电机的输出扭矩进 行PID控制，监测所述第一电机的实际电压与所述预设目标电压之间的差值并判断所述差值是否小于预设电压阈值；若否，则终止所述电压维持模式。
  15. 根据权利要求14所述的电池故障处理系统，其中，所述故障等级还包括严重危及驾驶员和乘客安全的严重等级；
    所述电机控制器还配置为在终止所述电压维持模式之后，发送退出信息至所述整车控制器；
    所述整车控制器还配置为根据所述退出信息将所述动力电池的故障等级升级为所述严重等级，并激活与所述严重等级对应的故障后处理。
  16. 根据权利要求11所述的电池故障处理系统，其中，所述故障等级还包括严重危及驾驶员和乘客安全的严重等级；
    所述电池控制器还配置为：
    当所述动力电池的故障等级为所述严重等级时，断开所述动力电池的高压继电器；并且
    整车控制器还配置为：当所述动力电池的故障等级为所述严重等级时，将所述车辆的车速限制至指定车速以下。
  17. 根据权利要求16所述的电池故障处理系统，其中，所述整车控制器还配置为：
    当所述动力电池的故障等级为所述严重等级时，发出警报和/或第二提示。
  18. 根据权利要求11所述的电池故障处理系统，其中，所述故障等级还包括轻度等级；
    所述整车控制器还配置为：
    当所述动力电池的故障等级为所述轻度等级时，控制所述发动机保持运转，并将所述车辆的高压负载的充放电功率限值降低至指定功率值以下。
  19. 根据权利要求18所述的电池故障处理系统，其中，所述整车控制器还配置为：
    当所述动力电池的故障等级为所述轻度等级时，发出第三提示。
  20. 一种双电机混合动力车辆，包括发动机、与所述发动机连接的第一电机、与所述第一电机连接的动力电池、以及权利要求11-19中任一项所述的双电机混合动力车辆的电池故障处理系统。
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