CN114435343B

CN114435343B - Vehicle anchoring self-rescue control method, device and system

Info

Publication number: CN114435343B
Application number: CN202210224574.1A
Authority: CN
Inventors: 丁济凡; 张同庆; 金鑫; 满全平; 张珂
Original assignee: Dongfeng Motor Group Co Ltd
Current assignee: Dongfeng Motor Group Co Ltd
Priority date: 2022-03-09
Filing date: 2022-03-09
Publication date: 2023-10-03
Anticipated expiration: 2042-03-09
Also published as: CN114435343A

Abstract

The embodiment of the application provides a self-rescue control method, device and system for vehicle anchoring, wherein the method comprises the following steps: responding to a self-rescue request instruction, and controlling the vehicle to be in a first state; based on the vehicle in the first state, controlling and outputting first prompt information; the first prompt information is used for prompting that the vehicle is driven by external force; when detecting that the engine speed of the vehicle is greater than a first preset value, sending a starting instruction; the starting instruction is used for starting the engine; controlling the vehicle in a second state in response to an engine start success signal; controlling to output second prompt information based on the vehicle being in the second state; the second prompt information is used for prompting success of self-rescue when the vehicle breaks down.

Description

Vehicle anchoring self-rescue control method, device and system

Technical Field

The application relates to the field of vehicles, and relates to a self-rescue control method, device and system for vehicle anchoring.

Background

In the related art, when the vehicle is anchored, only the rescue of the vehicle can be sought, the vehicle is towed to a 4S shop or a repair shop, and related accessories are disassembled for maintenance. The maintenance cost for solving the problem of vehicle anchoring through vehicle rescue and maintenance is high, so that how to realize vehicle self-rescue when the vehicle is anchored is a problem which needs to be solved at present.

Disclosure of Invention

In view of the above, the embodiment of the application provides a self-rescue control method, device and system for vehicle anchoring.

In a first aspect, an embodiment of the present application provides a self-rescue control method for anchoring a vehicle, including: responding to a self-rescue request instruction, and controlling the vehicle to be in a first state; based on the vehicle in the first state, controlling and outputting first prompt information; the first prompt information is used for prompting that the vehicle is driven by external force; when detecting that the engine speed of the vehicle is greater than a first preset value, sending a starting instruction; the starting instruction is used for starting the engine; controlling the vehicle in a second state in response to an engine start success signal; controlling to output second prompt information based on the vehicle being in the second state; the second prompt information is used for prompting success of self-rescue when the vehicle breaks down.

In some embodiments, the vehicle is a hybrid vehicle, and the method is applied to an anchor self-rescue control system, the anchor self-rescue control system at least comprising: VCU, HTCU and GCU;

correspondingly, the response to the self-rescue request instruction controls the vehicle to be in a first state, and the method comprises the following steps: the VCU responds to a self-rescue request instruction and sends a locking instruction to the HTCU, so that the HTCU responds to the locking instruction to control a clutch of the hybrid electric vehicle to be in a locking state; the VCU sends a command for prohibiting power generation to the GCU, so that the GCU responds to the command for prohibiting power generation to control the motor of the hybrid electric vehicle to be in a non-power generation state; wherein the hybrid vehicle is in the first state when the clutch is in the locked state and the motor is in the non-power generating state.

In some embodiments, the anchoring self-rescue control system further comprises: IVI;

correspondingly, the outputting the first prompt information based on the vehicle being in the first state includes: the VCU receives a locking state signal fed back by the HTCU that the clutch is in a locking state and an un-power generation state signal fed back by the GCU that the motor is in an un-power generation state; generating first prompt information based on the locking state signal and the non-power generation state signal; and controlling the IVI to output the first prompt information.

In some embodiments, the anchoring self-rescue control system further comprises: an ECU; before the controlling the vehicle in the second state in response to the engine start success signal, the method further includes: the VCU sends a starting instruction to the ECU so that the ECU controls the engine to be in a working state based on the starting instruction; and receiving an engine start success signal sent by the ECU.

In some embodiments, the receiving the engine start success signal sent by the ECU includes: when determining that the engine start is successful, the ECU generates the engine start success signal; the VCU receives the engine start success signal sent by the ECU; wherein the engine start success is determined by at least one of: when the ECU determines that the engine torque is larger than a preset torque value, the ECU determines that the engine is started successfully; and when the ECU determines that the air-fuel ratio of the engine reaches a preset air-fuel ratio, determining that the engine is started successfully.

In some embodiments, the controlling the vehicle in the second state in response to the engine start success signal includes: the VCU responds to an engine starting success signal and sends an unlocking instruction to the HTCU, so that the HTCU controls the clutch to be in an unlocking state based on the unlocking instruction; the VCU controls the vehicle to be in a second state based on the clutch being in the unlocked state and the engine speed being greater than a second preset value.

In some embodiments, the VCU controls the vehicle to be in a second state based on the clutch being in the unlocked state and the engine speed being greater than a second preset value, comprising: the VCU is in the unlocking state based on the clutch, the engine rotating speed is larger than a second preset value, and a power generation instruction is sent to the ECU, so that the ECU controls the engine to be in a power generation state based on the power generation instruction; and sending a charging instruction to a GCU, so that the GCU controls the motor to be in a charging state based on the charging instruction; wherein, when the engine is in the power generation state and the motor is in the charge state, the hybrid vehicle is in a second state.

In some embodiments, the outputting, based on the vehicle being in the second state, a second hint information includes: the VCU receives a power generation state signal of the engine in the power generation state sent by the ECU and a charging state signal of the motor in the charging state sent by the GCU; the VCU generates second prompt information based on the power generation state signal and the charging state signal; and controlling the IVI to output the second prompt information.

In a second aspect, embodiments of the present application provide a VCU device, including: the first control module is used for responding to the self-rescue request instruction and controlling the vehicle to be in a first state; the first output module is used for controlling and outputting first prompt information based on the fact that the vehicle is in the first state; the first prompt information is used for prompting that the vehicle is driven by external force; the sending module is used for sending a starting instruction when detecting that the engine speed of the vehicle is greater than a first preset value; the starting instruction is used for starting the engine; the second control module is used for responding to an engine starting success signal and controlling the vehicle to be in a second state; the second output module is used for controlling and outputting second prompt information based on the fact that the vehicle is in the second state; the second prompt information is used for prompting success of self-rescue when the vehicle breaks down.

In a third aspect, an embodiment of the present application provides a self-rescue control system for anchoring a vehicle, where the system at least includes: VCU devices and IVI devices; the VCU device is in communication connection with the IVI device through a CAN network and/or a UDS protocol; wherein the VCU device is configured to: responding to a self-rescue request instruction, and controlling the vehicle to be in a first state; generating first prompt information based on the vehicle being in the first state; the first prompt information is used for prompting that the vehicle is driven by external force; the IVI device is to: outputting the first prompt information; the VCU device is further configured to: when detecting that the engine speed of the vehicle is greater than a first preset value, sending a starting instruction; the starting instruction is used for starting the engine; controlling the vehicle in a second state in response to an engine start success signal; generating second prompt information based on the vehicle being in the second state; the second prompt information is used for prompting success of self-rescue when the vehicle is anchored; the IVI apparatus is further to: and outputting the second prompt information.

According to the vehicle anchoring self-rescue control method and system provided by the embodiment of the application, when the vehicle is anchored, the vehicle is controlled to be in the first state in response to the self-rescue request instruction, the engine is driven to rotate by driving the vehicle through external force, and after the engine is successfully started, the vehicle is controlled to be in the second state and the prompt information of success of vehicle self-rescue is controlled to be output. According to the self-rescue method for the vehicle anchoring, self-rescue can be achieved when the vehicle is anchored, a user does not need to seek for rescuing the vehicle, and rescue cost when the vehicle is anchored is reduced.

Drawings

FIG. 1 is a schematic diagram showing a flow implementation of a self-rescue control method for vehicle anchoring according to the present application;

FIG. 2 is a schematic diagram II of a flow implementation of a vehicle anchoring self-rescue control method according to the present application;

FIG. 3 is a schematic diagram III of a flow implementation of a vehicle anchorage self-rescue control method according to the present application;

FIG. 4 is a schematic diagram showing a flow implementation of a self-rescue control method for vehicle anchoring according to the present application;

FIG. 5 is a schematic diagram of a process implementation of implementing vehicle and engine linkage in the present application;

FIG. 6 is a schematic diagram of a process for implementing the engine start and self-rescue success determination in the present application;

FIG. 7 is a schematic diagram of signal interaction of the vehicle anchorage self-rescue control system provided by the application;

fig. 8 is a schematic diagram of the components of the vehicle control device according to the present application;

FIG. 9 is a schematic diagram I of the vehicle anchoring self-rescue control system provided by the application;

fig. 10 is a second schematic diagram of the self-rescue control system for vehicle anchoring according to the present application.

Detailed Description

The technical scheme of the application is further elaborated below by referring to the drawings in the specification and the specific embodiments. While exemplary embodiments of the application are shown in the drawings, it should be understood that the application may be embodied in various forms and should not be limited to the specific embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.

In the following description, numerous specific details are set forth in order to provide a more thorough understanding of the present application. It will be apparent, however, to one skilled in the art that the application may be practiced without one or more of these details. In other instances, well-known features have not been described in detail so as not to obscure the application; that is, not all features of an actual implementation are described in detail herein, and well-known functions and constructions are not described in detail.

Before explaining the self-rescue method for anchoring the vehicle according to the embodiment of the application, a method in the related art will be described first.

The hybrid electric vehicle (HEV, hybrid Electric Vehicle) combines an engine, a motor and an energy storage device (storage battery, etc.), and has good matching and optimal control, so that the advantages of the internal combustion engine vehicle and the electric vehicle can be fully exerted, the respective defects are avoided, and the hybrid electric vehicle is a low-emission and low-oil-consumption vehicle with the most practical development significance at present. HEV vehicles generally employ two types of batteries, one of which is a 12V lead-acid battery, for powering various onboard controllers and components, while controlling the opening of the power battery; one is a high voltage power battery for powering integrated start/generate integrated motors (ISG, integrated Starter and Generator), front/rear motors, etc. Because HEV vehicles eliminate the starter of a conventional engine, the engine is directly cranked by a high voltage ISG motor, and the engine cannot be started when the vehicle's high voltage power battery is fed, or when the battery is not discharging due to low temperatures.

When the HEV vehicle power battery feeds or cannot discharge at low temperature to cause the vehicle to break down, the related accessories can only be disassembled by dragging the vehicle to a 4S shop or a repair shop, the power battery is directly charged, the vehicle power is restored through vehicle rescue and maintenance, and the maintenance cost is higher.

Based on the problems existing in the related art, the embodiment of the application provides a vehicle anchoring self-rescue control method, and the vehicle anchoring self-rescue control when a power battery of a vehicle is anchored or the battery has no discharge capacity due to low temperature is realized through a vehicle anchoring self-rescue control system on the vehicle. Fig. 1 is a schematic diagram of a flow implementation of a self-rescue control method for vehicle anchoring according to the present application, as shown in fig. 1, the method includes:

step S101: and responding to the self-rescue request instruction, and controlling the vehicle to be in a first state.

The vehicle anchoring self-rescue control method provided by the embodiment of the application can be applied to a whole vehicle controller (VCU, vehicular Communication Unit), namely the vehicle anchoring self-rescue control can be realized through the VCU. Since a vehicle is a complex system composed of a plurality of subsystems, it mainly includes power systems such as an engine, a gearbox, a brake, and other accessories such as an air conditioner, a power steering, and the like. Each subsystem accomplishes its own function and objective by way of a respective controller. To accomplish the cooperation of the vehicle systems with each other, the vehicle requires a single vehicle controller to manage the various controllers in the vehicle. The VCU is a core control component of the whole automobile, and is equivalent to the brain of the automobile, the VCU is used as a command management center of the automobile, and the main functions of the whole automobile controller comprise: driving torque control, optimal control of braking energy, energy management of the whole vehicle, maintenance and management of a controller area network (CAN, controller Area Network), diagnosis and processing of faults, vehicle state monitoring and the like.

When the driver finds that the vehicle is anchored, the driver can issue a self-rescue request instruction to the VCU, where the driver can issue the self-rescue request instruction in various manners, for example, the driver can issue the self-rescue request instruction through a self-rescue request button provided on a control panel of the vehicle, or issue a voice instruction, for example, the driver speaks "turn on self-rescue" to issue the self-rescue request instruction, or issue the self-rescue request instruction through an application program on a terminal device communicatively connected to the VCU.

In the embodiment of the application, before a driver issues a self-rescue request instruction, the driver needs to ensure that the vehicle is in a neutral state and the hand brake is in a released state, and in addition, the driver needs to ensure that the vehicle does not receive other external resistance.

And responding to a self-rescue request instruction issued by a driver, and controlling the vehicle to be in a first state. Here, after receiving a self-rescue request instruction issued by the driver, the VCU controls the engine of the vehicle to directly link with the vehicle, so that the vehicle is in the first state. The first state may be a state in which the engine of the vehicle and the vehicle are in direct linkage, and at this time, the engine may be driven to rotate by driving the vehicle through external force.

Step S102: based on the fact that the vehicle is in a first state, controlling and outputting first prompt information; the first prompt information is used for prompting that the vehicle is driven by external force.

When the engine of the vehicle and the vehicle are detected to be directly linked, the vehicle is determined to be in a first state, and based on the fact that the vehicle is in the first state, the first prompt information is controlled to be output. Here, the first prompt information may be output by controlling the display device on the control panel of the vehicle, or the first prompt information may be output by controlling the voice output device, for example, the speaker may be controlled to output voice "ready, please drive the vehicle with external force"; the first prompt information can also be output by controlling an application program on terminal equipment in communication connection with the VCU; the first prompt information is used for prompting that the vehicle is driven by external force.

Step S103: when detecting that the engine speed of the vehicle is greater than a first preset value, sending a starting instruction; the start command is for starting the engine.

When the driver obtains the first prompt information, the vehicle is driven by adopting external force according to the first prompt information, wherein the vehicle can be pulled or pushed by external force or driven by downhill.

In the embodiment of the application, the current rotation speed of the engine can be continuously detected, and when the rotation speed of the engine of the vehicle is detected to be larger than a first preset value, a starting instruction is sent, and the starting instruction is used for starting the engine of the vehicle. Here, the first preset value may be a value set when the vehicle leaves the factory, and the first preset value may be zero, that is, when the rotation speed of the engine of the vehicle is detected to be greater than zero, the engine starts to rotate under the driving of the vehicle driven by external force, and the VCU controls to start the engine based on the start of rotation of the engine to send a start command.

Step S104: in response to the engine start success signal, the vehicle is controlled to be in a second state.

After the engine controller receives the start command sent by the VCU, the engine controller controls the engine to start and feeds back an engine start success signal to the VCU, for example, when the vehicle is an HEV vehicle, the engine controller controls the engine to start and feeds back the engine start success signal to the VCU, so that the VCU controls the engine to charge the motor based on the engine start success signal. Here, when the engine is in the charged state, that is, the vehicle is in the second state.

Step S105: based on the fact that the vehicle is in a second state, controlling and outputting second prompt information; the second prompt message is used for prompting the success of self-rescue when the vehicle breaks down.

When the VCU controls the vehicle to be in the second state, the second prompt information can be controlled to be output. Here, the VCU may control the control panel of the vehicle to output the second prompt information, for example, output the text "success of self-rescue" through the display screen of the vehicle to prompt the driver of success of self-rescue, or output the voice "success of self-rescue" through the speaker, and may also output the second prompt information through the terminal device connected with the vehicle in communication.

In the embodiment of the application, the VCU controls the vehicle to directly link with the engine based on the self-rescue request instruction issued by the driver, and drives the vehicle to drive the engine to start through external force so as to realize the self-rescue of the vehicle during the anchoring of the vehicle, so that the vehicle does not need to be searched for rescue, and the anchoring rescue cost of the vehicle is reduced.

The embodiment of the application provides a vehicle anchoring self-rescue method, which can be applied to a parallel HEV (hybrid electric vehicle), wherein an engine and a driving motor in the parallel HEV are power assemblies of the vehicle, and the power of the two power assemblies can be mutually overlapped and output or can be independently output. Besides the engine, the transmission mechanism, the gearbox and other systems, the HEV vehicle further comprises two batteries, one of which is a 12V lead-acid battery and is used for supplying power to each vehicle-mounted controller and components and parts and controlling the opening of the power battery; the other is a high-voltage power battery for powering ISG motors and the like. When the high voltage power battery of the HEV vehicle feeds or the power battery is rendered non-discharging in a low temperature environment, the engine of the HEV vehicle will not start. The vehicle anchoring self-rescue control method provided by the embodiment of the application can be applied to vehicle self-rescue under the condition that the power battery of the HEV vehicle is fed or the power battery can not be discharged in a low-temperature environment.

The vehicle anchoring self-rescue system provided by the embodiment of the application comprises the following components: vehicle control unit VCU, hybrid transmission control unit (HTCU, hybrid Transmission Control Unit), motor control unit (GCU, generator Control Unit), engine control unit (ECU, engine Control Unit) and vehicle entertainment information system (IVI, in-Vehicle Infotainment). Fig. 2 is a schematic diagram two of implementation of a flow of a self-rescue control method for vehicle anchoring according to an embodiment of the present application, as shown in fig. 2, where the method includes:

step S201: the VCU obtains a self-rescue request instruction.

When the driver finds that the HEV vehicle is anchored, the driver can issue a self-rescue request instruction to the VCU, and the VCU obtains the self-rescue request instruction issued by the driver, for example, the VCU obtains the self-rescue request instruction issued by the driver through a button arranged on a vehicle control panel, or obtains the self-rescue request instruction issued by the microphone when the driver says "turn on" the self-rescue request instruction, and can also obtain the self-rescue request instruction issued by the driver through an application program on a terminal device in communication connection with the VCU.

In the embodiment of the application, before the vehicle anchoring self-rescue method is carried out, the electric quantity of the 12V lead-acid battery of the HEV vehicle needs to be larger than a certain value so as to ensure that each controller can normally work in the whole self-rescue process.

Step S202: and the VCU responds to the self-rescue request instruction and sends a locking instruction to the HTCU.

Here, the lockup command is used to control the transmission clutch to be in a lockup state.

Step S203: the HTCU controls the clutch of the hybrid vehicle to be in a locked state in response to the lock-up command.

Step S204: the HTCU feeds back the clutch in lock-up state signal to the VCU.

In the embodiment of the application, the HEV vehicle may be of a P1 configuration, in the P1 configuration HEV vehicle, the ISG motor is located at a front position of a rear clutch of the engine, instead of an original flywheel, the motor is directly connected with the engine, a clutch is arranged between the engine and a transmission mechanism, and a locking state of the clutch is controlled by the HTCU, so that the VCU sends a locking instruction to the HTCU in response to a self-rescue request instruction issued by a driver, so that the HTCU controls the locking state of the clutch based on the locking instruction. Here, the HTCU locks a clutch connected to the transmission based on a lock-up command to directly link the engine and the transmission of the vehicle, and feeds back a clutch-in-lock-up state signal to the VCU.

Step S205: the VCU sends a power generation prohibition instruction to the GCU.

The VCU sends a power generation prohibition instruction to the GCU based on a self-rescue request instruction issued by the driver, where the power generation prohibition instruction is used for controlling the motor to be in a non-power generation state by the GCU, for example, the torque of the motor can be controlled to be zero so as to realize non-power generation. It should be noted that, the step S202 and the step S205 may be performed simultaneously, and the processes thereof are not sequential.

Step S206: the GCU responds to the command of prohibiting power generation to control the motor of the hybrid electric vehicle to be in a non-power generation state; when the clutch is in a locking state and the motor is in a non-power generation state, the hybrid electric vehicle is in a first state.

Step S207: the GCU feeds back a non-power generation state signal of the motor in a non-power generation state to the VCU.

Here, after the GCU receives the power generation prohibition instruction sent by the VCU, the torque of the motor is set to zero based on the power generation prohibition instruction to control the motor to be in a non-power generation state, and a non-power generation state signal of the motor is fed back to the VCU. It should be noted that steps S202 to S204 and steps S205 to S207 may be performed simultaneously, and the process is not sequential.

Step S208: the VCU receives a lockup state signal that the clutch fed back by the HTCU is in a lockup state and a non-power generation state signal that the motor fed back by the GCU is in a non-power generation state.

Step S209: based on the lock-up status signal and the non-power-generation status signal, the VCU generates a first hint information.

Step S210: the VCU sends a first prompt message to the IVI; the first prompt information is used for prompting that the vehicle is driven by external force.

Step S211: the IVI outputs a first prompt.

In the embodiment of the application, when the VCU receives the locking state signal of the locking state of the clutch fed back by the HTCU and the non-power generation state signal of the non-power generation state of the motor fed back by the GCU at the same time, the VCU generates the first prompt information and controls the IVI to output the first prompt information so as to prompt the driver that the HEV is ready, and the vehicle needs to be driven by external force.

Here, IVI is a vehicle-mounted integrated information processing system formed by adopting a vehicle-mounted special central processing unit based on a vehicle body bus system and internet services. When the IVI outputs the first prompt information, the IVI may output the first prompt information through a display screen, for example, output the text "ready, please drive the vehicle with external force", or the IVI may output the first prompt information through a speaker, for example, output the voice "ready, please drive the vehicle with external force", or may output the first prompt information through an application program of a terminal device communicatively connected to the VCU.

Step S212: when detecting that the engine speed of the vehicle is greater than a first preset value, the VCU sends a starting instruction to the ECU; the start command is for starting the engine.

In the embodiment of the application, after the driver acquires the first prompt information, the vehicle is driven by external force, and the vehicle and the engine are directly linked, so that the vehicle can drive the engine to rotate under the driving of the external force, in the process, the ECU continuously detects the engine speed and sends an engine speed signal to the VCU, and when the VCU judges that the engine speed is greater than a first preset value, a starting instruction is sent to the ECU. Here, the first preset value may be zero, that is, when the VCU determines that the engine has a rotation speed to start rotation, that is, a start instruction is sent to the ECU so that the ECU controls the start of the engine.

Step S213: the ECU controls the engine to be in an operating state based on the start instruction.

Here, after the ECU receives a start command sent by the VCU, the engine is controlled to intake, inject fuel, and ignite to start the engine.

In some embodiments, step S210 may be implemented by steps S11 to S12 (not shown in the drawings):

step S11: when it is determined that the engine start is successful, the ECU generates an engine start success signal.

Step S12: the VCU receives an engine start success signal sent by the ECU.

In some embodiments, engine start success may be determined by any of the following:

mode one: and when the ECU determines that the engine torque is larger than the preset torque value, determining that the engine is started successfully.

Mode two: when the ECU determines that the engine air-fuel ratio reaches a preset air-fuel ratio, it is determined that the engine start is successful.

Here, the preset air-fuel ratio may be a stoichiometric air-fuel ratio, and when the air-fuel ratio of the engine reaches the stoichiometric air-fuel ratio, the minimum air gram per gram of fuel required for complete combustion is reached, at which time the fuel reaches complete combustion, fuel consumption is low, and pollution is small.

When the VCU determines that the engine start is successful, the engine torque is generated at the time of the engine start, for example, within 1s after the engine start; and the engine air-fuel ratio needs to be generated after a certain time after the engine is started, for example, within 3s after the engine is started. Therefore, when it is judged that the engine start is successful, the engine start may be determined to be successful only by the engine torque being greater than the preset value, the engine start may be determined to be successful only by the engine air-fuel ratio reaching the preset air-fuel ratio, or the engine start may be determined to be successful by first judging that the engine torque is greater than the preset torque and then judging that the engine air-fuel ratio reaches the preset air-fuel ratio.

Step S214: the VCU receives an engine start success signal sent by the ECU.

Step S215: in response to the engine start success signal, the vehicle is controlled to be in a second state.

Step S216: generating second prompt information based on the vehicle being in a second state; the second prompt message is used for prompting the success of self-rescue when the vehicle breaks down.

Step S217: the VCU sends a second prompt message to the IVI.

Step S218: the IVI outputs a second prompt.

In the embodiment of the application, after the engine is successfully started, the vehicle engine is controlled to charge the motor in series so as to realize self-rescue when the vehicle is anchored, and the vehicle is in the second state when the engine charges the motor. When the vehicle is in the second state, the VCU controls and outputs second prompt information to prompt the driver that the vehicle is successfully self-rescue.

It should be noted that, the signal interaction between the controllers in the vehicle anchoring self-rescue system CAN be realized through a CAN bus and a UDS protocol (UDS, unified Diagnostic Services).

In the embodiment of the application, when the power battery of the P1 type HEV vehicle cannot discharge due to power battery feeding or low temperature, a VCU in the vehicle anchoring self-rescue system sends a locking instruction to the HTCU and sends a power generation prohibition instruction to the GCU based on a self-rescue request instruction issued by a driver so as to control the clutch to be in a locking state and control the motor to be in a non-power generation state, and when the engine is driven to rotate by external force, the engine is started and charged in series through the ECU, so that the anchoring self-rescue of the vehicle is realized, the HEV vehicle is not required to be dragged to a maintenance place for charging or maintenance due to power battery feeding or the power battery cannot discharge due to low temperature, and the rescue cost after the vehicle is anchored is reduced.

The embodiment of the application provides a vehicle anchoring self-rescue method, which is applied to a vehicle anchoring self-rescue system, and comprises the following steps: VCU, HTCU, GCU, ECU and IVI. Fig. 3 is a schematic diagram III of a flow implementation of the vehicle anchoring self-rescue control method according to the present application, as shown in fig. 3, the method includes:

step S301: the VCU responds to the self-rescue request instruction and controls the vehicle to be in a first state.

Step S302: the VCU controls and outputs first prompt information based on the fact that the vehicle is in a first state; the first prompt information is used for prompting that the vehicle is driven by external force.

Step S303: when detecting that the engine speed of the vehicle is greater than a first preset value, the VCU sends a starting instruction; the start command is for starting the engine.

Step S304: the VCU sends an unlock instruction to the HTCU in response to the engine start success signal.

Step S305: the HTCU controls the clutch to be in the unlocked state based on the unlock instruction.

Step S306: the HTCU sends a clutch unlocked status signal to the VCU.

Step S307: the VCU receives the clutch-in-unlocked signal sent by the HTCU.

Step S308: the VCU determines whether the engine speed is greater than a second preset value.

Step S309: the VCU sends a power generation instruction to the ECU based on the clutch being in an unlocked state and the engine speed being greater than a second preset value.

Step S310: the ECU controls the engine to be in a power generation state based on the power generation instruction.

Step S311: the ECU feeds back the engine in power generation state signal to the VCU.

Step S312: the VCU sends a charge instruction to the GCU.

Step S313: the GCU controls the motor to be in a charged state based on the charging instruction.

Step S314: the GCU feeds back the motor in a state of charge signal to the VCU.

When the engine is in a power generation state and the motor is in a charging state, the hybrid electric vehicle is in a second state.

Step S315: the VCU receives a power generation state signal sent by the ECU when the engine is in a power generation state and a charging state signal sent by the GCU when the motor is in a charging state.

Step S316: the VCU generates a second hint information based on the power generation status signal and the charge status signal.

Step S317: and sending the second prompt information to the IVI.

Step S318: the IVI outputs a second prompt.

Here, the second prompt information is used for prompting the driver that the self-rescue of the vehicle is successful.

In the embodiment of the application, the VCU responds to the engine start success signal, firstly, an unlocking instruction is sent to the HTCU, the HTCU controls the clutch to be in an unlocking state based on the unlocking instruction, after the HTCU executes and finishes unlocking the clutch, the VCU continuously judges the engine speed, and when the engine speed is determined to be greater than a second preset value, the vehicle self-rescue success is judged. At the moment, the VCU sends a power generation instruction to the ECU, and simultaneously sends a charging instruction to the GCU, and the ECU sets the torque of the engine as output torque based on the power generation instruction so as to control the engine to generate power; and the GCU sets the torque of the motor to be the charging torque based on the charging instruction so as to control the motor to charge. Subsequently, the VCU controls the IVI to output a second prompt message so as to prompt the driver of success of self-rescue. Here, the second preset value is greater than the first preset value.

In some embodiments, when the VCU determines that the engine speed is less than the second preset value, it determines that the vehicle fails to save oneself, directly controls the IVI to output the failure information of saving oneself, so as to prompt the driver to fail to save oneself, please retry, and automatically executes steps S301 to S318.

In some embodiments, after the self-rescue of the vehicle is successful, the vehicle can be driven to run based on the power generated after the engine is started, the motor can be charged in the running process, the vehicle can be controlled to be in a braking state, the motor is charged only through the engine, and the vehicle is run after the electric quantity of the motor reaches a certain value.

In the embodiment of the application, when the power battery of the HEV vehicle with the P1 configuration cannot discharge due to power battery feeding or low temperature, a VCU in a vehicle anchoring self-rescue system sends a locking instruction to an HTCU and sends a power generation prohibition instruction to a GCU based on a self-rescue request instruction issued by a driver so as to control a clutch to be in a locking state and control a motor to be in a non-power generation state, and when an external force drives the vehicle to drive the engine to rotate so that the engine rotating speed is greater than a second preset value, the VCU controls an ECU to start the engine to charge the motor in series, so that anchoring self-rescue of the vehicle is realized, and when the HEV vehicle cannot discharge due to power battery feeding or low temperature, the HEV vehicle is not required to be dragged to a maintenance place for charging or maintenance by seeking rescue, and the rescue cost after the vehicle is anchored is reduced.

The vehicle anchoring self-rescue method provided by the embodiment of the application can be applied to the following scenes:

in the first scenario, when the HEV vehicle is in the wild or open area, the power battery of the HEV vehicle cannot start the HEV vehicle due to power feeding, and at this time, the HEV vehicle cannot charge the power battery through plug-in, and it is also difficult to find the rescue vehicle.

Scene II: when the HEV vehicle is in a cold environment, such as in winter, the outdoor ambient temperature is typically lower than 0 ℃, and the power battery of the HEV vehicle cannot be discharged in a low temperature environment, resulting in a failure to start the HEV vehicle.

Under the scene, a driver can issue a self-rescue request instruction, and the VCU responds to the self-rescue request instruction, controls the vehicle to be in a first state, controls and outputs first prompt information, and prompts the driver to drive the vehicle through external force. At this time, the driver can obtain the vehicle through modes such as a cart, a cart or a downhill slope, and when the VCU detects that the engine speed of the vehicle is greater than a first preset value, the engine is started, and based on an engine starting success signal, the VCU controls the vehicle to be in a second state, so that the engine and the motor are charged in series, and controls and outputs second prompt information to prompt that the vehicle is anchored and self-rescue is successful.

In the following, an exemplary application of the embodiment of the present application in a practical application scenario will be described. The embodiment of the application provides a vehicle anchoring self-rescue method, which is used for self-rescue when a vehicle is anchored due to power supply of a power battery or incapacity of generating electricity at low temperature of an HEV (hybrid electric vehicle), and fig. 4 is a schematic diagram IV of the flow implementation of the vehicle anchoring self-rescue control method, as shown in fig. 4, and comprises the following steps:

step S401: and (3) eliminating external resistance, requesting the MCU/GCU (namely the motor controller GCU) not to generate electricity, and locking a clutch of the gearbox HTCU to enable the vehicle and the engine to be linked.

Step S402: the vehicle is driven by an external force, thereby dragging the engine.

Step S403: and releasing the fuel injection of the engine by the VCU of the whole vehicle controller, judging whether the engine is started successfully, and carrying out series power generation after the engine is started successfully.

Fig. 5 is a schematic diagram illustrating a process of implementing linkage between a vehicle and an engine in an embodiment of the present application, and as shown in fig. 5, step S401 may be implemented by:

step S5011: and (5) turning ON the power supply.

Step S5012: neutral and release the electronic handbrake.

Step S5013: and requesting feeding self-rescue.

In the embodiment of the present application, steps S5011 to S5013 are performed by the vehicle MP5 (i.e., IVI described above).

When MP5 requests feeding self-rescue, VCU executes the following steps based on the feeding self-rescue request instruction:

step S5014: and entering a self-rescue mode.

Step S5015: the HTCU is requested to lock up the clutch.

Step S5016: the request motor GCU/MCU does not generate power.

Step S5017: the HTCU locks the clutch, and after the locking is completed, the HTCU condition is sent to the VCU.

Step S5018: the GCU/MCU sets the torque to 0 and sends to the VCU that the GCU/MCU condition has been met.

Step S5019: the VCU judgment conditions have all been satisfied.

Step S5020: MP5 output prompt: is ready, please drive the vehicle with an external force.

Thus, by eliminating the external resistance, the MCU/GCU is requested not to generate electricity, the clutch of the gearbox HTCU is locked, and the vehicle and the engine are linked, so that the step S401 is completed.

Fig. 6 is a schematic diagram illustrating a process for implementing engine starting and self-rescue success determination in an embodiment of the present application, as shown in fig. 6, step S403 may be implemented by:

step S6031: the ECU detects an engine speed signal.

Step S6032: the VCU determines that the engine speed is greater than a first set point.

Step S6033: the VCU grants the fuel injection start request.

Step S6034: and (5) oil injection and ignition of the ECU.

Step S6035: the ECU judges that the ignition is successful.

Step S6036: the VCU requests the HTCU to unlock.

Step S6037: the HTCU is unlocked and execution is complete.

Step S6038: the VCU judges that the engine speed is greater than a second set value, if not, the step S6039 is executed; if yes, step S6040 to step S6043 are performed.

Step S6039: MP5 output prompt: failing to save oneself, please retry. Here, when the MP5 output prompt indicates a self-rescue failure, steps S401 to S403 are automatically re-executed.

Step S6040: VCU judges that the self-rescue is successful.

Step S6041: the GCU sets the charging torque.

Step S6042: the ECU sets the output torque.

Step S6043: MP5 output prompt: the self-rescue is successful, please exit.

So far, by starting the engine and judging that self-rescue is successful, the self-rescue when the vehicle breaks down is realized, and the step S403 is completed. The steps S6041 and S6042 may be performed simultaneously without any specific order.

According to the vehicle anchoring self-rescue method provided by the embodiment of the application, the VCU controls the clutch of the vehicle to lock through the HTCU, so that the engine and the vehicle are directly linked, the engine is driven to rotate by external force, the engine is started through the ECU, after the VCU judges that the engine is successfully started, the HTCU controls the clutch to unlock, when the engine rotating speed is greater than a second preset value, the engine is controlled to be connected with the motor in series, and the motor is charged through power generation of the engine, so that the vehicle anchoring self-rescue is realized.

Fig. 7 is a schematic diagram of signal interaction of the vehicle anchoring self-rescue control system provided by the application, as shown in fig. 7, in the vehicle anchoring self-rescue process, the signal interaction of the system includes:

step one: and ON the power supply, the gear shifting lever is pushed to the N gear, the mechanical/electronic hand brake is released, and the vehicle resistance is eliminated. Meanwhile, the electric quantity of the 12V lead-acid battery needs to be larger than a certain value so as to ensure that each controller can work normally in the whole self-rescue process.

Step two: on the vehicle 701 (i.e., IVI described above), a self-Rescue mode is set, and a signal 1 (for example, an mp5_reserve_req signal, i.e., the self-Rescue request instruction described above) is sent to the vehicle controller 702 via a CAN signal.

Step three: after receiving signal 1, the vehicle controller 702 enters a self-rescue mode.

Here, the vehicle controller 702 sends a signal 2 (which may be vcu_gcu_torq_cmd/vcu_mcu_torq_cmd, for example, where signal 2 is a vcu_gcu_torq_cmd=0/vcu_mcu_torq_cmd=0 signal, i.e., the power generation prohibition instruction described above) to the motor controller, prohibiting power generation and energy recovery. Signal 3 (which may be vcu_htcu_clutch_req, for example, when signal 3 is vcu_htcu_clutch_req=closed signal, i.e., the lockup command described above) is sent to the hybrid transmission controller 704 requesting lockup of the Clutch.

Step four: upon receiving the vcu_gcu_torq_cmd=0/vcu_mcu_torq_cmd=0 signal, the motor controller 703 sets the torque to 0, and sends a signal 4 (for example, mcu_actual_torq/gcu_actual_torq, where the signal 4 is the mcu_actual_torq=0/gcu_actual_torq=0 signal, i.e., the above-mentioned non-generated state signal) to the vehicle controller 702.

Step five: upon receiving the vcu_htcu_clutch_req=closed signal, the hybrid transmission controller 704 performs a Clutch lockup operation, and transmits a Clutch Status signal 5 (for example, may be an htcu_clutch_status signal, i.e., the lockup Status signal described above) to the vehicle controller 702.

Step six: after the vehicle controller 702 receives the mcu_actual_torq=0/gcu_actual_torq=0/htcu_clutch_status=closed signal at the same time, and detects that the driver seat belt is already fastened, the vehicle controller sends a signal 6 (for example, vcu_standby_status may be detected, where the signal 6 is the vcu_standby_status=ready signal, that is, the first prompting information described above) to the vehicle 701.

Step seven: after the vehicle 701 receives the vcu_reserve_status=ready signal, the user is prompted to "please drive the vehicle with external force".

Step eight: the external force is used for pushing the vehicle (downhill, traction or pushing), and the engine is rotated due to the linkage of the vehicle and the engine.

Step nine: the Engine controller 705 detects the rotational speed signal and sends a calculated rotational speed signal 7 (which may be, for example, an ecu_engine_speed signal, i.e., the Engine rotational speed described above) to the vehicle controller 702.

Step ten: when the overall vehicle controller 702 detects that the Engine speed ecu_engine_speed > is set (i.e., the first preset value described above), a signal 8 is sent to the Engine controller 705 (e.g., the signal 8 may be a release Injection command vcu_ecu_injection_inhibit_cmd=0 signal and a Start request vcu_ecu_start_req=1 signal, i.e., the Start command described above).

Step eleven: engine controller 705 receives the fuel Injection release vcu_ecu_injection_inhibit_cmd=0 signal and the Start request vcu_ecu_start_req=1 signal to control engine intake, injection, and ignition. After the engine determines that ignition is successful, a signal 9 (for example, the ecu_start_success signal may be used, where the signal 9 is the ecu_start_success=1 signal, that is, the engine Start Success signal) is sent to the vehicle controller 702.

Step twelve: upon receiving the ecu_start_success=1 signal, the vehicle control 702 requests the hybrid transmission controller 704 to unlock the Clutch, and sends a signal 3 (e.g., vcu_htcu_clutch_req=open signal, i.e., the unlock command described above) to the hybrid transmission controller 704.

Step thirteen: upon receiving the vcu_htcu_clutch_req=open signal, the hybrid transmission controller 704 performs a Clutch unlock operation and sends a Clutch Status signal 5 (e.g., htcu_clutch_status signal, i.e., the unlocked state described above) to the vehicle controller 702.

Step fourteen: when the vehicle controller 702 receives the htcu_cluster_status=open signal, it monitors that the signal 7 is greater than the set value (i.e. the second preset value) and lasts for a certain time, judges that self-rescue is successful, starts series power generation (sets a corresponding torque for the motor controller 703), and then sends a signal 6 (vcu_cluster_status=success signal, i.e. the second prompt message) to the vehicle 701; otherwise, it is determined whether the signal 7 is smaller than the set value, if so, it is determined that the self-rescue fails, and a signal 6 (vcu_rescue_status=fail signal) is sent to the vehicle 701.

Fifteen steps: after receiving the vcu_reserve_status=success signal, the vehicle 701 prompts the user to "save oneself successfully, please exit", and after receiving the vcu_reserve_status=fail signal, the vehicle 701 prompts the user to "save oneself failed, please retry".

In the second, fourteen and fifteen steps, the signal interaction between the vehicle 701 and the vehicle controller 702 may be implemented through a CAN bus and/or a UDS service protocol.

According to the self-rescue method and system for the hybrid electric vehicle in the battery feed anchoring process, the engine is driven to start through external driving so as to realize serial charging of the motor, so that the self-rescue process of the vehicle anchoring is completed, judgment logics such as torque and air-fuel ratio are added at the engine controller end, and the accuracy of successful judgment of engine starting is improved; and the starting torque of the engine is perfected through experimental results, so that obvious impact is avoided when the oil injection is released.

In the system, the development of control strategies of the vehicle machine and the whole vehicle controller is related, the vehicle self-rescue system is perfectly integrated with a vehicle anchoring self-rescue system in the related art, only 2 control signals are needed to be added in a CAN bus, and the influence on the communication load of the CAN bus is small.

In addition, the vehicle anchoring self-rescue method provided by the embodiment of the application has wide application range, low requirement on external driving force, and can realize successful self-rescue through manpower, downhill road or other vehicle traction, special rescue vehicles are not needed, rescue cost is saved, and the benefit is more obvious especially for open western areas.

An embodiment of the present application provides a Vehicle Control Unit (VCU) device, and fig. 8 is a schematic diagram of a composition of the vehicle control unit provided by the embodiment of the present application, as shown in fig. 8, the vehicle control unit 800 includes: the first control module 801 is configured to control the vehicle to be in a first state in response to a self-rescue request instruction. A first output module 802, configured to control outputting first prompt information based on the vehicle being in the first state; the first prompt information is used for prompting that the vehicle is driven by external force. A sending module 803, configured to send a start command when it is detected that an engine speed of the vehicle is greater than a first preset value; the start command is for starting the engine. The second control module 804 is configured to control the vehicle in a second state in response to the engine start success signal. A second output module 805 configured to control output of a second prompt message based on the vehicle being in a second state; the second prompt message is used for prompting the success of self-rescue when the vehicle breaks down.

An embodiment of the present application provides a vehicle anchoring self-rescue control system, fig. 9 is a schematic diagram of the composition of the vehicle anchoring self-rescue control system provided by the embodiment of the present application, as shown in fig. 9, a vehicle anchoring self-rescue control system 900 at least includes: as shown in fig. 8, the Vehicle Control Unit (VCU) device 800 and the in-vehicle entertainment information (IVI) device 910, where the vehicle control unit 800 and the in-vehicle entertainment information device 910 are communicatively connected through a CAN network and/or a UDS protocol. The vehicle control device 800 is configured to: responding to a self-rescue request instruction, and controlling the vehicle to be in a first state; generating first prompt information based on the vehicle being in the first state; the first prompt information is used for prompting that the vehicle is driven by external force. The in-vehicle entertainment information device 910 is configured to: and outputting the first prompt information.

The vehicle control apparatus 800 is further configured to: when the engine rotating speed of the vehicle is detected to be larger than a first preset value, a starting instruction is sent, and the starting instruction is used for starting the engine; controlling the vehicle in a second state in response to the engine start success signal; generating second prompt information based on the vehicle being in a second state; the second prompt message is used for prompting the success of self-rescue when the vehicle breaks down. The in-vehicle entertainment information device 910 is further configured to: and outputting the second prompt information.

An embodiment of the present application further provides a vehicle anchoring self-rescue control system, fig. 10 is a schematic diagram II of the composition of the vehicle anchoring self-rescue control system provided by the embodiment of the present application, as shown in fig. 10, the vehicle anchoring self-rescue control system 100 includes: a Vehicle Control (VCU) device 800, a vehicle-mounted entertainment information (IVI) device 110, a motor control (GCU) device 120, an Engine Control (ECU) device 130, and a transmission control (HTCU) device 140, where the Vehicle Control (VCU) device 800, the vehicle-mounted entertainment information (IVI) device 110, the motor control (GCU) device 120, the Engine Control (ECU) device 130, and the transmission control (HTCU) device 140 are communicatively connected via a CAN network and/or a UDS protocol.

In some embodiments, the whole vehicle control device 800 is configured to send a locking command to the gearbox control device 140 in response to the self-rescue request command, and the gearbox control device 140 controls the clutch of the hybrid electric vehicle to be in a locked state in response to the locking command; the whole vehicle control device 800 is further configured to send a command for prohibiting power generation to the motor control device 120, so that the motor control device 120 controls the motor of the hybrid electric vehicle to be in a non-power generation state in response to the command for prohibiting power generation; when the clutch is in a locking state and the motor is in a non-power generation state, the hybrid electric vehicle is in a first state.

In some embodiments, the vehicle control device 800 is further configured to receive a locked state signal of the clutch in the locked state fed back by the gearbox control device 140 and an un-generated state signal of the motor in the un-generated state fed back by the motor control device 120, and generate the first prompt information based on the locked state signal and the un-generated state signal; the in-vehicle entertainment information device 110 is configured to output first prompt information.

In some embodiments, the whole vehicle control device 800 is further configured to send a start command to the engine control device 130, so that the engine control device 130 controls the engine to be in an operating state based on the start command; the vehicle control device 800 is further configured to receive an engine start success signal sent by the engine control device 130.

In some embodiments, the engine control device 130 is further configured to generate an engine start success signal when it is determined that the engine start was successful; wherein engine control device 130 determines that the engine start was successful by at least one of: when the engine control device 130 determines that the engine torque is greater than the preset torque value, it is determined that the engine start is successful; when the engine control device 130 determines that the engine air-fuel ratio reaches the preset air-fuel ratio, it is determined that the engine start is successful.

In some embodiments, the vehicle control device 800 is further configured to send an unlock command to the transmission control device 140 in response to the engine start success signal, so that the transmission control device 140 controls the clutch to be in an unlocked state based on the unlock command; the vehicle control device 800 is further configured to control the vehicle to be in the second state when the clutch is in the unlocked state and the engine speed is greater than a second preset value.

In some embodiments, the vehicle control device 800 is further configured to send a power generation command to the engine control device 130 based on the clutch being in the unlocked state and the engine speed being greater than a second preset value, so that the engine control device 130 controls the engine to be in the power generation state based on the power generation command; and, transmitting a charging instruction to the motor control device 120 to cause the motor control device 120 to control the motor to be in a charged state based on the charging instruction; when the engine is in a power generation state and the motor is in a charging state, the hybrid electric vehicle is in a second state.

In some embodiments, the whole vehicle control device 800 is further configured to receive a power generation state signal sent by the engine control device 130 when the engine is in a power generation state, and a charge state signal sent by the motor control device 120 when the motor is in a charge state; the vehicle control device 800 is further configured to generate a second prompt message based on the power generation status signal and the charge status signal; the in-vehicle entertainment information device 110 is further configured to output a second prompt.

In the several embodiments provided in the present application, it should be understood that the disclosed method, apparatus and system may be implemented in other manners. The above-described embodiment of the apparatus is merely illustrative, and for example, the division of the units is merely a logic function division, and there may be other division manners in actual implementation, such as: multiple units or components may be combined or may be integrated into another system, or some features may be omitted, or not performed. In addition, the various components shown or discussed may be coupled or directly coupled or communicatively coupled to each other via some interface, whether indirectly coupled or communicatively coupled to devices or units, whether electrically, mechanically, or otherwise.

The units described as separate units may or may not be physically separate, and units displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units; some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

The methods disclosed in the method embodiments provided by the application can be arbitrarily combined under the condition of no conflict to obtain a new method embodiment.

The features disclosed in the embodiments of the system provided by the application can be arbitrarily combined under the condition of no conflict to obtain a new system embodiment.

The features disclosed in the embodiments of the methods or systems provided by the application can be arbitrarily combined without conflict to obtain new embodiments of the methods or systems.

The foregoing is merely illustrative of the present application, and the present application is not limited thereto, and any person skilled in the art will readily recognize that variations or substitutions are within the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

Claims

1. The vehicle anchoring self-rescue control method is characterized in that the vehicle is a hybrid electric vehicle, the method is applied to an anchoring self-rescue control system, and the anchoring self-rescue control system at least comprises: the vehicle control unit VCU, the hybrid gearbox controller HTCU and the motor controller GCU; the method comprises the following steps:

the VCU responds to a self-rescue request instruction and sends a locking instruction to the HTCU, so that the HTCU responds to the locking instruction to control a clutch of the hybrid electric vehicle to be in a locking state;

The VCU sends a power generation prohibition instruction to the GCU so that the GCU responds to the power generation prohibition instruction to control the motor of the hybrid electric vehicle to be in a non-power generation state; wherein when the clutch is in the locked state and the motor is in the non-power generating state, the hybrid vehicle is in a first state; the first state is used for indicating that an engine of the vehicle and the vehicle are in a direct linkage state;

based on the vehicle in the first state, controlling and outputting first prompt information; the first prompt information is used for prompting that the vehicle is driven by external force; the driving the vehicle by an external force includes: pulling or pushing the vehicle by external force or driving the vehicle by downhill;

when detecting that the engine speed of the vehicle is greater than a first preset value, sending a starting instruction; the starting instruction is used for starting the engine;

controlling the vehicle in a second state in response to an engine start success signal; the second state is used for indicating that the engine is in a charging state;

controlling to output second prompt information based on the vehicle being in the second state; the second prompt information is used for prompting success of self-rescue when the vehicle breaks down.

2. The method of claim 1, wherein the self-rescue control system further comprises: a vehicle-mounted entertainment information system IVI;

correspondingly, the outputting the first prompt information based on the vehicle being in the first state includes:

the VCU receives a locking state signal fed back by the HTCU that the clutch is in a locking state and an un-power generation state signal fed back by the GCU that the motor is in an un-power generation state;

generating first prompt information based on the locking state signal and the non-power generation state signal;

and controlling the IVI to output the first prompt information.

3. The method of claim 1, wherein the self-rescue control system further comprises: an engine controller ECU;

before the controlling the vehicle in the second state in response to the engine start success signal, the method further includes:

the VCU sends a starting instruction to the ECU so that the ECU controls the engine to be in a working state based on the starting instruction;

and receiving an engine start success signal sent by the ECU.

4. A method according to claim 3, wherein said receiving an engine start success signal sent by said ECU comprises:

When determining that the engine start is successful, the ECU generates the engine start success signal;

the VCU receives the engine start success signal sent by the ECU;

wherein the engine start success is determined by at least one of:

when the ECU determines that the engine torque is larger than a preset torque value, the ECU determines that the engine is started successfully;

and when the ECU determines that the air-fuel ratio of the engine reaches a preset air-fuel ratio, determining that the engine is started successfully.

5. The method of claim 1, wherein controlling the vehicle in the second state in response to an engine start success signal comprises:

the VCU responds to an engine starting success signal and sends an unlocking instruction to the HTCU, so that the HTCU controls the clutch to be in an unlocking state based on the unlocking instruction;

the VCU controls the vehicle to be in a second state based on the clutch being in the unlocked state and the engine speed being greater than a second preset value.

6. The method of claim 5, wherein the self-rescue control system further comprises: an engine controller ECU; the VCU controls the vehicle to be in a second state based on the clutch being in the unlocked state and the engine speed being greater than a second preset value, comprising:

The VCU is in the unlocking state based on the clutch, the engine rotating speed is larger than a second preset value, and a power generation instruction is sent to the ECU, so that the ECU controls the engine to be in a power generation state based on the power generation instruction;

and sending a charging instruction to a GCU, so that the GCU controls the motor to be in a charging state based on the charging instruction;

wherein, when the engine is in the power generation state and the motor is in the charge state, the hybrid vehicle is in a second state.

7. The method of claim 6, wherein the self-rescue control system further comprises: a vehicle-mounted entertainment information system IVI; based on the vehicle being in the second state, outputting second prompt information, including:

the VCU receives a power generation state signal of the engine in the power generation state sent by the ECU and a charging state signal of the motor in the charging state sent by the GCU;

the VCU generates second prompt information based on the power generation state signal and the charging state signal;

and controlling the IVI to output the second prompt information.

8. A VCU device for use in a vehicle, the vehicle being a hybrid vehicle, the VCU device comprising:

The first control module is used for responding to the self-rescue request instruction by the VCU and sending a locking instruction to the HTCU so that the HTCU responds to the locking instruction to control the clutch of the hybrid electric vehicle to be in a locking state;

the first output module is used for controlling and outputting first prompt information based on the fact that the vehicle is in the first state; the first prompt information is used for prompting that the vehicle is driven by external force; the driving the vehicle by an external force includes: pulling or pushing the vehicle by external force or driving the vehicle by downhill;

the sending module is used for sending a starting instruction when detecting that the engine speed of the vehicle is greater than a first preset value; the starting instruction is used for starting the engine;

The second control module is used for responding to an engine starting success signal and controlling the vehicle to be in a second state; the second state is used for indicating that the engine is in a charging state;

the second output module is used for controlling and outputting second prompt information based on the fact that the vehicle is in the second state; the second prompt information is used for prompting success of self-rescue when the vehicle breaks down.

9. A vehicle anchoring self-rescue control system, characterized in that the vehicle is a hybrid electric vehicle, the system at least comprising: VCU devices and IVI devices; the VCU device is in communication connection with the IVI device through a CAN network and/or a UDS protocol;

wherein the VCU device is configured to: responding to a self-rescue request instruction, sending a locking instruction to an HTCU, so that the HTCU responds to the locking instruction to control a clutch of the hybrid electric vehicle to be in a locking state; and sending a power generation prohibition instruction to the GCU so that the GCU responds to the power generation prohibition instruction to control the motor of the hybrid electric vehicle to be in a non-power generation state; wherein when the clutch is in the locked state and the motor is in the non-power generating state, the hybrid vehicle is in a first state; the first state is used for indicating that an engine of the vehicle and the vehicle are in a direct linkage state; generating first prompt information based on the vehicle being in the first state; the first prompt information is used for prompting that the vehicle is driven by external force; the driving the vehicle by an external force includes: pulling or pushing the vehicle by external force or driving the vehicle by downhill;

The IVI device is to: outputting the first prompt information;

the VCU device is further configured to: when detecting that the engine speed of the vehicle is greater than a first preset value, sending a starting instruction; the starting instruction is used for starting the engine; controlling the vehicle in a second state in response to an engine start success signal; the second state is used for indicating that the engine is in a charging state; generating second prompt information based on the vehicle being in the second state; the second prompt information is used for prompting success of self-rescue when the vehicle is anchored;

the IVI apparatus is further to: and outputting the second prompt information.