CN114013424B - Power-on and power-off management method for hybrid electric vehicle - Google Patents
Power-on and power-off management method for hybrid electric vehicle Download PDFInfo
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- CN114013424B CN114013424B CN202111334348.0A CN202111334348A CN114013424B CN 114013424 B CN114013424 B CN 114013424B CN 202111334348 A CN202111334348 A CN 202111334348A CN 114013424 B CN114013424 B CN 114013424B
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- 238000007726 management method Methods 0.000 title claims abstract description 39
- 238000000034 method Methods 0.000 claims abstract description 41
- 239000007858 starting material Substances 0.000 claims abstract description 9
- HEZMWWAKWCSUCB-PHDIDXHHSA-N (3R,4R)-3,4-dihydroxycyclohexa-1,5-diene-1-carboxylic acid Chemical compound O[C@@H]1C=CC(C(O)=O)=C[C@H]1O HEZMWWAKWCSUCB-PHDIDXHHSA-N 0.000 claims abstract description 8
- 230000003213 activating effect Effects 0.000 claims abstract description 5
- 230000009191 jumping Effects 0.000 claims description 3
- 230000002035 prolonged effect Effects 0.000 description 3
- 238000010276 construction Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000037452 priming Effects 0.000 description 1
Classifications
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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
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
- B60W20/15—Control strategies specially adapted for achieving a particular effect
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/08—Electric propulsion units
- B60W2510/083—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
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/24—Energy storage means
- B60W2510/242—Energy storage means for electrical energy
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/24—Energy storage means
- B60W2510/242—Energy storage means for electrical energy
- B60W2510/244—Charge state
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- Engineering & Computer Science (AREA)
- Automation & Control Theory (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention provides a power-on and power-off management method of a hybrid electric vehicle, which comprises the following steps: setting a power-on process into three stages of PowerUp1, powerUp2 and PowerUp3 for segment control, wherein the PowerUp1 stage is used for activating a battery controller and a DCDC converter, the PowerUp2 stage is used for pre-charging a relay and controlling the attraction of the battery relay, and the PowerUp3 stage is used for enabling control of a generator; setting a generator start flag according to the battery SOC, the battery available power or the generator available torque; when the generator starting flag bit is 0, the engine starting mode is controlled to be 12V starter starting, and the pre-charging relay and the battery relay are controlled to be in a disconnected state. The invention can improve the intelligence of the power-on and power-off control of the hybrid electric vehicle and prolong the service life of the battery relay.
Description
Technical Field
The invention relates to the technical field of power-on and power-off control of automobiles, in particular to a power-on and power-off management method of a hybrid electric vehicle.
Background
The hybrid electric vehicle is different from the traditional vehicle in that the power source of the vehicle is different, the power source of the hybrid electric vehicle is provided with an engine and a power battery, and the power source of the traditional vehicle is provided with the engine only, so that the management of the power on-off time sequence of the vehicle is stricter due to the fact that the power battery and the driving motor are added to the hybrid electric vehicle, firstly, the hybrid electric vehicle is used for protecting the hybrid parts, and secondly, the vehicle is safe. The existing power-on and power-off management of the hybrid electric vehicle comprises several stages of initialization (initialization), power up, running, power down, sleep and fault, but the existing power-on whole process ignores a problem point, and the starting mode of an engine is not recognized before power-on, if the power-on process is completed, the engine cannot be started by a battery or a generator because of the battery or the generator, the power-on process is ineffective, the switching times of a battery relay can be increased, the service life of the relay is influenced, and the potential safety hazard of the vehicle is increased.
Disclosure of Invention
The invention provides a power-on and power-off management method of a hybrid electric vehicle, which solves the problem that the starting mode of an engine is not recognized when the existing hybrid electric vehicle is started, and the invalid control of a battery relay is easy to cause, and can improve the intelligence of power-on and power-off control of the hybrid electric vehicle and prolong the service life of the battery relay.
In order to achieve the above object, the present invention provides the following technical solutions:
a power-on and power-off management method of a hybrid electric vehicle comprises the following steps:
setting a power-on process into three stages of PowerUp1, powerUp2 and PowerUp3 for segment control, wherein the PowerUp1 stage is used for activating a battery controller and a DCDC converter, the PowerUp2 stage is used for pre-charging a relay and controlling the attraction of the battery relay, and the PowerUp3 stage is used for enabling control of a generator;
acquiring a battery SOC in a PowerUp1 stage, and setting a generator start flag bit as 0 if the battery SOC is smaller than a set electric quantity threshold value;
acquiring available power of a battery in a PowerUp2 stage, and setting a generator start flag bit to be 0 if the available power of the battery is smaller than a set power threshold;
acquiring available torque of a generator in a PowerUp3 stage, and setting a generator start flag bit to be 0 if the available torque of the generator is smaller than a set torque threshold;
when the generator starting flag bit is 0, the engine starting mode is controlled to be 12V starter starting, and the pre-charging relay and the battery relay are controlled to be in a disconnected state.
Preferably, the method further comprises:
acquiring a vehicle key position and judging whether the vehicle key position is in an ON gear or a START gear;
if not, the vehicle is controlled to enter a dormant state.
Preferably, the method further comprises:
acquiring a vehicle gear and judging whether the vehicle gear is in a P gear or an N gear;
if not, the vehicle is controlled to enter a dormant state.
Preferably, the method further comprises:
when the vehicle key position is in an ON gear or a START gear and the vehicle gear is in a P gear or an N gear, entering a PowerUp1 stage;
and judging whether the engine starting mode is the starting mode of the generator, if so, entering a PowerUp2 stage to sequentially control the closing of the pre-charge relay and the battery relay.
Preferably, the method further comprises:
judging whether a collision signal or a fault signal is received, if so, controlling the vehicle to enter a power-down process, otherwise, entering a PowerUp3 stage after the pre-charging is completed, and jumping to a power-up operation stage after receiving Ready signals sent by a generator controller and a driving motor controller.
Preferably, the method further comprises:
the power-down process is set to three phases, powerDown1, powerDown2 and PowerDown3, powerDown1 being used to turn off the generator and drive motor enabling, powerDown2 being used to turn off the battery relay and PowerDown3 being used to turn off the battery enabling.
Preferably, the method further comprises:
acquiring battery current in real time in the power-down process, entering a PowerDown2 stage when the battery current is smaller than a set current threshold value, and entering a PowerDown3 stage after a battery relay is completely disconnected;
after the power-down is completed, the power-down management stage is jumped to the dormant state by the power-down process.
Preferably, the method further comprises:
when the vehicle breaks down, the power-on and power-off stage directly jumps to the fault stage and carries out fault alarm.
The invention provides a power-on and power-off management method of a hybrid electric vehicle, which is characterized in that a power-on process is set to be three stages of PowerUp1, powerUp2 and PowerUp3 for sectional control, and a generator start flag bit is set to determine an engine start mode, so that the problem that the starting mode of an engine is not recognized when the existing hybrid electric vehicle is started, invalid control of a battery relay is easy to cause is solved, the power-on and power-off control intelligence of the hybrid electric vehicle can be improved, and the service life of the battery relay is prolonged.
Drawings
In order to more clearly illustrate the specific embodiments of the present invention, the drawings that are required to be used in the embodiments will be briefly described.
Fig. 1 is a schematic diagram of a power-on/power-off management method of a hybrid electric vehicle according to the present invention.
Fig. 2 is a power-on and power-off management flow chart of the hybrid electric vehicle.
Detailed Description
In order to make the solution of the embodiment of the present invention better understood by those skilled in the art, the embodiment of the present invention is further described in detail below with reference to the accompanying drawings and embodiments.
The problem that the service life of a battery relay is easy to be reduced because of invalid control on power-on and power-off control of the current hybrid electric vehicle is solved. The invention provides a power-on and power-off management method of a hybrid electric vehicle, which is characterized in that a power-on process is set to be three stages of PowerUp1, powerUp2 and PowerUp3 for sectional control, and a generator start flag bit is set to determine an engine start mode, so that the problem that the starting mode of an engine is not recognized when the existing hybrid electric vehicle is started, invalid control of a battery relay is easy to cause is solved, the power-on and power-off control intelligence of the hybrid electric vehicle can be improved, and the service life of the battery relay is prolonged.
As shown in fig. 1, a power up and down management method of a hybrid electric vehicle includes:
s1: the power-on process is set to three stages of PowerUp1, powerUp2 and PowerUp3 for segment control, powerUp1 is used for activating the battery controller and the DCDC converter, powerUp2 is used for pre-charging relay and battery relay pull-in control, and PowerUp3 is used for generator enabling control.
S2: and acquiring the battery SOC in the PowerUp1 stage, and setting the generator start flag bit as 0 if the battery SOC is smaller than a set electric quantity threshold value.
S3: and acquiring available battery power in the PowerUp2 stage, and setting a generator start flag bit to 0 if the available battery power is smaller than a set power threshold.
S4: and acquiring the available torque of the generator in the PowerUp3 stage, and setting the generator start flag bit to 0 if the available torque of the generator is smaller than a set torque threshold.
S5: when the generator starting flag bit is 0, the engine starting mode is controlled to be 12V starter starting, and the pre-charging relay and the battery relay are controlled to be in a disconnected state.
Specifically, the power-up and power-down management stage is that the power-up (PowerUp) is firstly jumped from the initialization (initialization), wherein the power-up (PowerUp) can be divided into three stages, namely PowerUp1, powerUp2 and PowerUp3.PowerUp1 is mainly used for activating a battery and a DCDC converter, powerUp2 is mainly used for pre-charging a relay and sucking the battery relay, and PowerUp3 is mainly used for enabling a motor. And in the power-on stage, judging whether the engine starting mode is 12V starter starting or generator starting according to the battery SOC, the battery available power and the generator available torque. The method can be characterized by setting a generator start flag to represent the engine starting mode, if the flag is set to 0 in the PowerUp process, the engine can be started only by the starter, and then the battery relay is required to be disconnected and wait until the engine runs; if the flag is set to 1 in the process of PowerUp, the generator is started, and the power-on process is normally performed. The method can solve the problem that the prior power on and off time sequence control of the hybrid electric vehicle has invalid control by avoiding the opening and closing control of the battery relay when the starter is started, can improve the intelligence of the power on and off control of the hybrid electric vehicle, and can prolong the service life of the battery relay.
The method further comprises the steps of: acquiring a vehicle key position and judging whether the vehicle key position is in an ON gear or a START gear; if not, the vehicle is controlled to enter a dormant state.
In practical application, when the key position of the vehicle is in the ON gear or the START gear (Crank gear), the vehicle receives a power-ON instruction, and the power-ON and power-off management stage enters initialization. If the vehicle key position is not in the ON gear or the START gear, the vehicle does not receive the power-ON instruction, and the vehicle is in a dormant state.
The method further comprises the steps of: acquiring a vehicle gear and judging whether the vehicle gear is in a P gear or an N gear; if not, the vehicle is controlled to enter a dormant state.
In practical application, after the vehicle receives a power-on instruction, the gear of the vehicle is detected, and if the gear of the vehicle is not in the P gear or the N gear, the vehicle is not started, and the vehicle is controlled to be in a dormant state.
The method further comprises the steps of: and when the vehicle key position is in an ON gear or a START gear and the vehicle gear is in a P gear or an N gear, entering a PowerUp1 stage.
And judging whether the engine starting mode is the starting mode of the generator, if so, entering a PowerUp2 stage to sequentially control the closing of the pre-charge relay and the battery relay.
The method further comprises the steps of: judging whether a collision signal or a fault signal is received, if so, controlling the vehicle to enter a power-down process, otherwise, entering a PowerUp3 stage after the pre-charging is completed, and jumping to a power-up operation stage after receiving Ready signals sent by a generator controller and a driving motor controller.
Specifically, the determination condition for entering the PowerUp1 phase may include that the vehicle key is in key-on or crank, and that the vehicle gear is in P or N gear. The judging condition for entering the PowerUp2 stage comprises that the engine starting mode is the starting of the generator. As shown in FIG. 2, condition 1 includes that the vehicle key is on or crank, the vehicle gear is in P or N gear, and the engine starting mode is generator starting. Condition 2 includes collision signal, key power down. Condition 3 includes the key not being on key-on nor being on crank, there being a mixed-power functional failure, the generator starting engine flag position 0. Condition 4 includes the high voltage battery and DCDC being ready for a time exceeding a certain threshold (calibratable). Condition 5 includes the completion of priming. Condition 6 includes generator, starter ready, power up complete. Condition 7 includes a power down requirement or condition 2 being met. Condition 8 includes power down completion. When condition 1 is satisfied and condition 2 is not satisfied, the power up and down management phase jumps from initialization to PowerUp. The vehicle key is in key-on or crank, the vehicle gear is in P or N gear, the engine starting mode is generator starting, no collision signal exists, no power-on fault is forbidden, the engine starting mode is 12V starter starting or generator starting, and comprehensive judgment can be achieved according to the battery SOC, the battery available power and the motor available torque. When the condition 1 is not satisfied, the power-on and power-off management stage is jumped to the sleep state sleep by the initialization, and when the condition 2 is satisfied, the power-on and power-off management stage is jumped to the fault state fault by the initialization. When condition 3 is met, i.e. the key is not in key-on nor in crank, there is a mixed power failure, the generator starts the flag position 0 of the engine, the power up and down management stage enters PowerDown from PowerUp. When the condition 4 is met, the power up and down management stage enters the power up2 from the power up1, namely, a Ready signal sent by the battery controller BMS is received, no battery related CAN fault exists, the DCDC is in an idle mode, and no DCDC related CAN fault exists. When the condition 5 is met, the power up and down management stage is carried out by the PowerUp2 to the PowerUp3, namely, the voltage difference between the battery cell voltage and the battery pack is lower than a certain value, namely, the pre-charging is completed, and the battery relay is closed. When the condition 6 is met, the power up and down management stage is skipped from PowerUp to running, namely, a Ready signal sent by a generator controller GCU is received, and a Ready signal sent by a driving motor controller MCU is received. When condition 7 is met, the power up and down management phase jumps from running to PowerDown, i.e., the battery relay is not closed, or a fault requires disabling the hybrid mode.
The method further comprises the steps of: the power-down process is set to three phases, powerDown1, powerDown2 and PowerDown3, powerDown1 being used to turn off the generator and drive motor enabling, powerDown2 being used to turn off the battery relay and PowerDown3 being used to turn off the battery enabling.
The method further comprises the steps of: and acquiring battery current in real time in the power-down process, entering a PowerDown2 stage when the battery current is smaller than a set current threshold value, and entering a PowerDown3 stage after the battery relay is completely disconnected. After the power-down is completed, the power-down management stage is jumped to the dormant state by the power-down process.
The method further comprises the steps of: when the vehicle breaks down, the power-on and power-off stage directly jumps to the fault stage and carries out fault alarm.
Specifically, as shown in fig. 2, when the battery current is less than a certain value, that is, the battery relay is completely opened, the power down management phase is entered from PowerDown1 to PowerDown2. When the battery relay is not closed, the power-on and power-off management phase is entered into PowerDown3 by PowerDown2. When condition 8 is met, i.e., power down is complete, the power up and power down management phase jumps from PowerDown to sleep. When a fault exists, the power-on and power-off management stage directly jumps to the fault state fault.
Therefore, the invention provides a power-on and power-off management method of a hybrid electric vehicle, which is characterized in that the power-on process is set to be three stages of PowerUp1, powerUp2 and PowerUp3 for sectional control, and a generator start flag bit flag is set to determine the engine start mode, so that the problem that the starting mode of an engine is not recognized when the existing hybrid electric vehicle is started, and invalid control of a battery relay is easy to cause is solved, the power-on and power-off control intelligence of the hybrid electric vehicle can be improved, and the service life of the battery relay is prolonged.
While the construction, features and effects of the present invention have been described in detail with reference to the embodiments shown in the drawings, the above description is only a preferred embodiment of the present invention, but the present invention is not limited to the embodiments shown in the drawings, and all changes made according to the concepts of the present invention or modifications as equivalent embodiments are within the scope of the present invention without departing from the spirit covered by the specification and drawings.
Claims (8)
1. The power-on and power-off management method of the hybrid electric vehicle is characterized by comprising the following steps of:
setting a power-on process into three stages of PowerUp1, powerUp2 and PowerUp3 for segment control, wherein the PowerUp1 stage is used for activating a battery controller and a DCDC converter, the PowerUp2 stage is used for pre-charging a relay and controlling the attraction of the battery relay, and the PowerUp3 stage is used for enabling control of a generator;
acquiring a battery SOC in a PowerUp1 stage, and setting a generator start flag bit as 0 if the battery SOC is smaller than a set electric quantity threshold value;
acquiring available power of a battery in a PowerUp2 stage, and setting a generator start flag bit to be 0 if the available power of the battery is smaller than a set power threshold;
acquiring available torque of a generator in a PowerUp3 stage, and setting a generator start flag bit to be 0 if the available torque of the generator is smaller than a set torque threshold;
when the generator starting flag bit is 0, the engine starting mode is controlled to be 12V starter starting, and the pre-charging relay and the battery relay are controlled to be in a disconnected state.
2. The power up-down management method of a hybrid vehicle according to claim 1, characterized by further comprising:
acquiring a vehicle key position and judging whether the vehicle key position is in an ON gear or a START gear;
if not, the vehicle is controlled to enter a dormant state.
3. The power up-down management method of a hybrid vehicle according to claim 2, characterized by further comprising:
acquiring a vehicle gear and judging whether the vehicle gear is in a P gear or an N gear;
if not, the vehicle is controlled to enter a dormant state.
4. The power up-down management method of a hybrid vehicle according to claim 3, further comprising:
when the vehicle key position is in an ON gear or a START gear and the vehicle gear is in a P gear or an N gear, entering a PowerUp1 stage;
and judging whether the engine starting mode is the starting mode of the generator, if so, entering a PowerUp2 stage to sequentially control the closing of the pre-charge relay and the battery relay.
5. The power up-down management method of a hybrid vehicle according to claim 4, further comprising:
judging whether a collision signal or a fault signal is received, if so, controlling the vehicle to enter a power-down process, otherwise, entering a PowerUp3 stage after the pre-charging is completed, and jumping to a power-up operation stage after receiving Ready signals sent by a generator controller and a driving motor controller.
6. The power up-down management method of a hybrid vehicle according to claim 5, further comprising:
the power-down process is set to three phases, powerDown1, powerDown2 and PowerDown3, powerDown1 being used to turn off the generator and drive motor enabling, powerDown2 being used to turn off the battery relay and PowerDown3 being used to turn off the battery enabling.
7. The power up-down management method of a hybrid vehicle according to claim 6, further comprising:
acquiring battery current in real time in the power-down process, entering a PowerDown2 stage when the battery current is smaller than a set current threshold value, and entering a PowerDown3 stage after a battery relay is completely disconnected;
after the power-down is completed, the power-down management stage is jumped to the dormant state by the power-down process.
8. The power up-down management method of a hybrid vehicle according to claim 7, further comprising:
when the vehicle breaks down, the power-on and power-off stage directly jumps to the fault stage and carries out fault alarm.
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