Control method, device and equipment of electromagnetic clutch and medium

Abstract

The invention relates to a control method, device and equipment of an electromagnetic clutch and a medium, the two ends of the clutch are used for being connected with an engine and a driving motor respectively, when the clutch is engaged, a corresponding vehicle is in a common driving state of the engine and the driving motor, and when the clutch is disengaged, the corresponding vehicle is in an independent driving state of the driving motor. The control method comprises the steps that whether the vehicle speed meets the clutch connection or disconnection condition or not is judged; if yes, the engine is adjusted to the optimal oil consumption working condition, and the optimal oil consumption working condition corresponds to the area on the universal characteristic curve of the engine; the clutch is engaged or disengaged. According to the scheme, the engine is firstly adjusted to the optimal economic oil consumption working condition, then the clutch is engaged or disengaged, the problems that in the prior art, clutch engagement or disengagement consumes long time and is low in efficiency are solved, and oil consumption is effectively reduced.

Description

Background Art

[0002] For hybrid vehicles, the existing electromagnetic clutch calibration strategy has defects. When the clutch is engaged and disengaged, the engine torque must be reduced to 0Nm or close to 0Nm. The engine torque needs to be increased when the speed is adjusted after the clutch is engaged, and the engine torque also needs to be increased when continuing to generate electricity after the clutch is disengaged, which leads to increased fuel consumption. In addition, this operation of reducing the torque first and then increasing the torque will increase the engagement and disengagement time of the clutch, which will also lead to a worse driving experience. Summary of the invention

[0003] In order to overcome the problem in the prior art that the engine torque needs to be reduced in advance when the clutch is engaged or disengaged, which causes fuel consumption and time consumption, the present invention provides a control method, device, equipment and medium for an electromagnetic clutch.

[0004] In a first aspect, in order to solve the above technical problems, the present invention provides a control method for an electromagnetic clutch, wherein both ends of the clutch are respectively used to be connected to an engine and a drive motor, and when the clutch is engaged, the corresponding vehicle is in a state where the engine and the drive motor are driven together, and when the clutch is disengaged, the corresponding vehicle is in a state where the drive motor is driven alone, and the control method comprises:

[0005] Determine whether the vehicle speed satisfies the clutch engagement or disengagement conditions;

[0006] If yes, adjusting the engine to an optimal fuel consumption condition, wherein the optimal fuel consumption condition corresponds to an area on the engine universal characteristic curve;

[0007] The clutch is engaged or disengaged.

[0008] In one embodiment, the determining whether the vehicle speed satisfies the clutch engagement or disengagement condition includes:

[0009] If the vehicle speed is within the first speed interval, the vehicle speed satisfies the clutch engagement condition;

[0010] If the vehicle speed is within the second speed range, the vehicle speed satisfies the clutch release condition;

[0011] The lowest vehicle speed in the first speed range is higher than the highest vehicle speed in the second speed range.

[0012] In one embodiment, the operation of engaging or disengaging the clutch includes:

[0013] performing the clutch engagement operation;

[0014] reviewing engagement of the clutch;

[0015] The operation of performing the clutch engagement includes:

[0016] Determine whether the speed difference between the gears at both ends of the clutch within the first set time is within a first speed difference interval;

[0017] If not, the rotation speed of the gears at both ends of the clutch is adjusted, and the operation of engaging the clutch is returned to execution;

[0018] If so, a first engagement current is output to the electromagnetic coil of the clutch to engage the clutch.

[0019] In one embodiment, the reviewing of the engagement of the clutch includes:

[0020] Determine whether the speed difference between the gears at both ends of the clutch within the second set time is within a second speed difference range;

[0021] If not, the rotation speed of the gears at both ends of the clutch is adjusted, and the operation of engaging the clutch is returned to execution;

[0022] If yes, output a second engagement current to the electromagnetic coil of the clutch; apply a test torque to the connection end of the clutch through the engine to determine whether the speed difference between the gears at both ends of the clutch is within a third speed difference range within a third set time;

[0023] If not, returning to execute the operation of engaging the clutch; if so, the clutch is engaged successfully;

[0024] Wherein, the first bonding current is greater than the second bonding current.

[0025] In one embodiment, the first speed difference interval is the same as the second speed difference interval, and the maximum value of the first speed difference interval is smaller than the maximum value of the third speed difference interval.

[0026] In one embodiment, one end of the clutch is an input shaft, the input shaft is connected to the generator and the engine at the same time, the torque of the input shaft is the sum of the torque of the generator and the torque of the engine, and the output torque of the vehicle is the sum of the torque of the input shaft and the torque of the drive motor;

[0027] The operation of engaging or disengaging the clutch includes:

[0028] executing the clutch disengagement operation;

[0029] reviewing the disengagement of the clutch;

[0030] The operation of performing the clutch separation comprises:

[0031] Adjusting the torque and speed of the generator so that the torque of the input shaft returns to zero; and compensating the reduced torque of the input shaft through the drive motor to keep the output torque of the vehicle unchanged;

[0032] Determining whether the torque of the input shaft is within a set torque range, and determining whether the speed difference between the gears at both ends of the clutch is within a fourth speed difference interval within a fourth set time;

[0033] If the torque of the input shaft exceeds the set torque range, and / or the speed difference between the gears at both ends of the clutch exceeds the fourth speed difference interval within the fourth set time, then return to executing the operation of performing the clutch separation;

[0034] If the torque of the input shaft is within the set torque range and the speed difference between the gears at both ends of the clutch within the fourth set time is within the fourth speed difference interval, the current of the electromagnetic coil of the clutch is adjusted to zero to disconnect the clutch.

[0035] In one embodiment,

[0036] The reviewing of the separation of the clutch comprises:

[0037] Controlling the generator to output a shaking torque to the input shaft;

[0038] determining whether the speed difference between the gears at both ends of the clutch is within a fifth speed difference interval within a fifth set time;

[0039] If not, returning to executing the operation of performing the clutch separation;

[0040] If so, the clutch is disengaged successfully.

[0041] In a second aspect, the present invention further provides an electromagnetic clutch control device, wherein the two ends of the clutch are respectively used to be connected to the engine and the drive motor, and when the clutch is engaged, the corresponding vehicle is in a state where the engine and the drive motor are driven together, and when the clutch is disengaged, the corresponding vehicle is in a state where the drive motor is driven alone;

[0042] The device comprises a judgment module, a first control module and a second control module;

[0043] The judging module is used to judge whether the vehicle speed satisfies the clutch engagement or disengagement condition;

[0044] The first control module is used to adjust the engine to an optimal fuel consumption condition if the judgment is yes, and the optimal fuel consumption condition corresponds to a point on the engine universal characteristic curve;

[0045] The second control module is used to perform the operation of engaging or disengaging the clutch.

[0046] In a third aspect, the present invention further provides an electronic device, comprising a memory, a processor, and a program stored in the memory and running on the processor,

[0047] When the processor executes the program, a control method for the electromagnetic clutch is implemented.

[0048] In a fourth aspect, the present invention further provides a computer-readable storage medium,

[0049] Used to store computer programs, which, when executed, are used to implement a control method for an electromagnetic clutch.

[0050] The beneficial effects of the present invention are as follows: when the clutch is engaged, the engine directly changes from the best economic fuel consumption condition to the speed regulation through the generator, and enters the direct drive mode after engagement, which saves fuel consumption and time compared with the original calibration strategy (engine torque is reset to zero, returns to idle speed, and then accelerates to direct drive after speed regulation and engagement); when the clutch is disengaged, the engine directly returns from the existing condition to the best economic fuel consumption condition, and speed and torque are regulated through the generator, and after separation, the engine returns to the power generation condition, and the drive motor drives the generator to generate electricity, which saves fuel consumption and reaction time compared with the original calibration strategy (engine is reset to zero, returns to idle speed, and then accelerates to the power generation condition after separation is completed to generate electricity for the P1 motor). BRIEF DESCRIPTION OF THE DRAWINGS

[0051] Figure 1 It is a flow chart of the control method of the electromagnetic clutch of the present invention;

[0052] Figure 2 is a structural block diagram of the virtual device of the present invention;

[0053] Figure 3 This is an internal structural diagram of the computer device of the present invention;

[0054] Figure 4 The hybrid box structure diagram of the present invention;

[0055] Figure 5 This is a diagram of the hybrid box architecture of the prior art. DETAILED DESCRIPTION

[0056] The following examples are provided to further explain and supplement the present invention and do not constitute any limitation to the present invention.

[0057] The following embodiments of the present invention are described below with reference to the accompanying drawings.

[0058] See also Figure 4 For the electromagnetic clutch of the present application, the clutch has an electromagnetic coil: when the clutch is engaged, a constant electromagnetic force is generated when the electromagnetic coil is energized, thereby driving the clutch to engage, so that the engine direct-drive gear is integrated with the power input shaft, and the power is output through the engine direct-drive gear to realize the engine direct-drive function; when the clutch is disengaged, the electromagnetic coil is de-energized and loses the electromagnetic force, driving the clutch to disengage, and the engine direct-drive gear returns to the idling state, achieving the purpose of cutting off the engine power. At this time, the engine remains connected to the generator, and the engine only drives the generator to generate electricity.

[0059] In one embodiment of the present application, see Figure 1 A control method for an electromagnetic clutch, wherein the two ends of the clutch are respectively connected to an engine and a drive motor, and when the clutch is engaged, the corresponding vehicle is in a state where the engine and the drive motor are jointly driven, and when the clutch is disengaged, the corresponding vehicle is in a state where the drive motor is driven alone, and the control method includes:

[0060] Step 1100, determining whether the vehicle speed satisfies the clutch engagement or disengagement conditions.

[0061] Before performing the operation of the present application, it is necessary to judge the speed of the vehicle, and only when the speed of the vehicle meets the conditions for clutch engagement or clutch disengagement, the subsequent operation is performed.

[0062] Step 1200, if yes, adjust the engine to the best fuel consumption condition, the best fuel consumption condition corresponds to the area on the engine universal characteristic curve.

[0063] When it is determined that the vehicle speed meets the conditions for clutch engagement or disengagement, the engine will be automatically adjusted to the optimal fuel consumption condition at this time to perform the pre-operation before the clutch engagement or disengagement. Correspondingly, the engine is adjusted to the optimal fuel consumption condition here. It can be seen that in this application, the engine speed is not reduced or adjusted to close to 0 before the clutch is engaged or disengaged, and the engine is only adjusted to the optimal fuel consumption condition. This adjustment is a major difference between the present invention and the prior art. For the prior art, before the clutch is engaged or disengaged, the engine torque needs to be reduced to 0 or close to 0, but after the clutch is engaged or disengaged, the engine torque needs to be increased, thereby prolonging the operation time. Since the present application does not need to reduce the torque, the operation time of the present application is reduced, thereby improving the operating efficiency. In addition, since the prior art involves a process of first reducing the torque and then increasing the torque, the engine of the present application is always in the optimal fuel consumption condition, the present application is more fuel-efficient than the prior art and also has the effect of saving energy.

[0064] Step 1300 , performing the operation of engaging or disengaging the clutch.

[0065] After determining the vehicle's speed, the engine is adjusted to the optimal fuel consumption condition so that the engine is always in the optimal fuel consumption condition. In this fuel-saving mode of the engine, the clutch is engaged or disengaged, making the clutch engagement or disengagement operation performed under this application more fuel-efficient. Since it does not involve the engine's torque reduction, the process of increasing the engine torque again after the clutch is engaged or disengaged is reduced, thereby saving operation steps and time.

[0066] In one embodiment of the present application, in step 1100, determining whether the vehicle speed satisfies the clutch engagement or disengagement condition includes:

[0067] Step 1110: If the vehicle speed is within the first speed range, the vehicle speed satisfies the clutch engagement condition.

[0068] When determining whether the vehicle speed meets the clutch engagement condition or disengagement condition, it is necessary to determine which speed range the vehicle speed belongs to. If the vehicle speed is within the first speed range, it means that the clutch engagement condition is met, and the operations of step 1200 and step 1300 will be performed subsequently. Specifically, the first speed range is a vehicle speed of not less than 65 km / h.

[0069] Step 1120: If the vehicle speed is within the second speed range, the vehicle speed satisfies the clutch release condition.

[0070] If the vehicle speed is within the second speed range, it means that the clutch disengagement condition is met, and the operations of step 1200 and step 1300 will be performed subsequently. Specifically, the first speed range is that the vehicle speed is not greater than 50 km / h.

[0071] The lowest vehicle speed in the first speed range is higher than the highest vehicle speed in the second speed range.

[0072] It can be expected that when the clutch meets the conditions for engagement, it means that the vehicle speed is high enough and the clutch needs to be engaged, and the engine and the drive motor are used to drive the vehicle together; when the clutch meets the conditions for disengagement, it means that the vehicle speed is low and the clutch needs to be disengaged, and the drive motor can be used alone to drive the vehicle. In addition, in the above example, the first speed interval is a speed of not less than 65km / h, and the second speed interval is a speed of not more than 50km / h. It can be seen that the corresponding minimum speed of the first speed interval is 65km / h, and the maximum speed of the second speed interval is 50km / h.

[0073] In one embodiment of the present application, in step 1300, the operation of engaging or disengaging the clutch includes:

[0074] Step 1310 , executing the clutch engagement operation.

[0075] In step 1100 , after determining whether the clutch satisfies the engagement condition or the disengagement condition, based on the determination result of this step, if the clutch satisfies the engagement condition, the operation of step 1310 is performed to engage the clutch.

[0076] Step 1320, review the engagement of the clutch.

[0077] After the clutch is engaged, the clutch engagement state needs to be reviewed to determine whether the clutch is actually engaged, thereby ensuring the safety of subsequent adjustments to the vehicle.

[0078] In step 1310, the clutch engagement operation is performed, including:

[0079] Step 1311, determining whether the speed difference between the gears at both ends of the clutch is within a first speed difference interval within a first set time.

[0080] When the clutch is engaged, it is necessary to judge the speed difference between the gears at both ends of the clutch to determine whether the speed difference between the gears at both ends of the clutch can be maintained within the first speed difference range within the first set time; that is, the time required to be measured is the first set time, and within the first set time for measurement, the corresponding speed difference between the gears at both ends of the clutch is within the first speed difference range before the next step 1313 is executed; if within the first set time, as long as the measured speed difference between the gears at both ends of the clutch exceeds the first speed difference range, step 1312 is executed.

[0081] Exemplarily, the first set time is 0.1 s, and the speed difference between the gears at both ends of the clutch in the first speed difference interval is less than 50 rpm.

[0082] Step 1312: If not, adjust the rotation speed of the gears at both ends of the clutch, and return to execute the operation of engaging the clutch.

[0083] At the first set time, if the measured speed difference between the gears at both ends of the clutch exceeds the first speed difference range, the speed of the gears at both ends of the clutch is adjusted to the same speed value, and then it is necessary to return to step 1310 and repeat the operation starting from step 1311 again.

[0084] In step 1311, the speed difference between the gears at both ends of the clutch is first judged, and then in step 1312, if not, the speed of the gears at both ends of the clutch is adjusted, and then the process returns to step 1310; another alternative embodiment is to first adjust the speed difference between the gears at both ends of the clutch so that the speeds of the gears at both ends of the clutch are consistent, and then execute step 1311 to judge the speed difference between the gears at both ends of the clutch, and if not, directly return to the operation of adjusting the speed difference between the gears at both ends of the clutch.

[0085] Step 1313: If yes, output a first engagement current to the electromagnetic coil of the clutch to engage the clutch.

[0086] Within the first set time, if the corresponding measured speed difference between the gears at both ends of the clutch is within the first speed difference interval, it means that the gears at both ends of the clutch have met the conditions for engagement, and the clutch will be engaged. Since the principle of clutch engagement is to energize the electromagnetic coil of the clutch, the clutch is engaged under the drive of the magnetism of the electromagnetic coil, and thus the output of the first engagement current by the electromagnetic coil of the clutch is a necessary condition for clutch engagement.

[0087] Both ends of the clutch have gears, one end of the clutch is connected to the engine and the generator through the gears, and the other end of the clutch is connected to the drive motor through the gears.

[0088] In one embodiment of the present application, in step 1320, the engagement of the clutch is reviewed, including:

[0089] Step 1321, determining whether the speed difference between the gears at both ends of the clutch is within a second speed difference interval within a second set time.

[0090] After the clutch is engaged, it is necessary to judge the operation of the clutch to determine whether the clutch is actually engaged. Since the gears at both ends of the clutch will rotate synchronously after the clutch is engaged, it is only necessary to judge the speed of the gears at both ends of the clutch to determine whether the speeds of the gears at both ends are the same or within the set speed difference range to know whether the clutch is engaged. When making a judgment, it is necessary to determine whether the speed difference of the gears at both ends of the clutch can be maintained within the second speed difference range within the second set time.

[0091] In some embodiments, the second set time is 0.1 s, and the speed difference between the gears at both ends of the clutch in the second speed difference interval is less than 50 rpm.

[0092] Step 1322: If not, adjust the rotation speed of the gears at both ends of the clutch and return to execute the clutch engagement operation.

[0093] If the speed difference between the gears at both ends of the clutch exceeds the second speed difference interval within the second set time, it means that the clutch is not successfully engaged, and it is necessary to return to step 1310 and repeat the operation again.

[0094] Step 1323: If yes, output a second engagement current to the electromagnetic coil of the clutch; apply a test torque to the connection end of the clutch through the engine to determine whether the speed difference of the gears at both ends of the clutch is within the third speed difference range within the third set time. The first engagement current is greater than the second engagement current.

[0095] If the speed difference between the gears at both ends of the clutch is within the second speed difference interval within the second set time, it means that the first test is qualified, and the second test will be continued on the clutch; the second test is to output a second engagement current to the electromagnetic coil of the clutch, apply a test torque to the connection end with the clutch through the engine, and judge whether the speed difference between the gears at both ends of the clutch is within the third speed difference interval within the third set time;

[0096] That is, in the second test, since "the first engagement current is greater than the second engagement current", it can be seen that the current output to the electromagnetic coil is reduced, that is, the magnetic force of the electromagnetic coil is reduced, thereby reducing the engagement force at both ends of the clutch. At this time, a test torque is applied by the engine, that is, the torque at the engine end is changed, so that it is easier to separate the two ends of the clutch when they are not engaged. Therefore, it is subsequently judged whether the speed difference of the gears at both ends of the clutch within the third set time is within the third speed difference range, and feedback can be given on whether the clutch is successfully engaged.

[0097] In the embodiment, the third set time is 0.1s, and the speed difference between the gears at both ends of the clutch in the third speed difference interval is less than 100rpm; since the current carried by the electromagnetic coil of the clutch is changed to change the engagement force of the clutch at both ends, the torque applied by the engine is also changed, and thus the judgment range of the corresponding third speed difference interval (less than 100rpm) is relaxed compared to the second speed difference interval (less than 50rpm); in specific implementation, the third speed difference interval can also be adjusted to the same as the second speed difference interval, that is, both are less than 50rpm.

[0098] In a specific embodiment, the first bonding current is 3.8A, and the second bonding current is 2.4A.

[0099] Step 1324, if not, return to execute the operation of executing the clutch engagement; if so, the clutch engagement is successful.

[0100] If the speed difference between the gears at both ends of the clutch exceeds the third speed difference interval within the third set time, return to step 1310; if the speed difference between the gears at both ends of the clutch within the third set time is within the third speed difference interval, it indicates that the clutch is engaged successfully.

[0101] In one embodiment of the present application, the first speed difference interval and the second speed difference interval are the same, and the maximum value of the first speed difference interval is smaller than the maximum value of the third speed difference interval.

[0102] Since in step 1323 corresponding to the third speed difference interval, the current carried by the electromagnetic coil of the clutch is changed, so that the engagement force of the clutch on its two ends is changed. In addition, the torque applied by the engine is also changed; therefore, the judgment range of the corresponding third speed difference interval (less than 100rpm) is relaxed compared with the first speed difference interval (less than 50rpm) and the second speed difference interval (less than 50rpm); in specific implementation, the third speed difference interval can also be adjusted to be the same as the second speed difference interval and the first speed difference interval, that is, both are less than 50rpm.

[0103] In one embodiment of the present application, one end of the clutch is an input shaft, the input shaft is connected to the generator and the engine at the same time, the torque of the input shaft is the sum of the torque of the generator and the torque of the engine, and the output torque of the vehicle is the sum of the torque of the input shaft and the torque of the drive motor;

[0104] In step 1300, the clutch engagement or disengagement operation is performed, including:

[0105] Step 1330, executing the clutch disengagement operation.

[0106] In step 1100 , after determining whether the clutch satisfies the engagement condition or the disengagement condition, based on the determination result of this step, if the clutch satisfies the disengagement condition, the operation of step 1330 is performed to disengage the clutch.

[0107] Step 1340, review the disengagement of the clutch.

[0108] After the clutch is disengaged, the clutch disengagement state needs to be reviewed to determine whether the clutch is actually disengaged, thereby ensuring the safety of subsequent adjustments to the vehicle.

[0109] In step 1330, the clutch disengagement operation is performed, including:

[0110] Step 1331, adjust the torque and speed of the generator so that the torque of the input shaft returns to zero; at the same time, compensate for the reduced torque of the input shaft through the driving motor to keep the output torque of the vehicle unchanged.

[0111] When disengaging the clutch, it is necessary to first adjust the torque of the input shaft to zero, where the torque of the input shaft is the sum of the torque of the generator and the torque of the engine. It should be noted here that reducing the sum of the torques to zero does not mean reducing the torque of the engine to zero. This application only requires the torque of the generator and the torque of the engine to cancel each other out. Taking into account that large changes in torque may cause a sense of jerk in the vehicle and affect the comfort of the passengers, the input shaft torque is returned to zero while the drive motor is used to compensate for the reduced torque of the input shaft, thereby keeping the vehicle's output torque unchanged.

[0112] In step 1331, the speed difference between the two ends of the clutch can also be synchronously adjusted to within 50 rpm, and then the speed difference is reviewed and determined in the subsequent step 1332.

[0113] Step 1332, determining whether the torque of the input shaft is within a set torque range, and determining whether the speed difference between the gears at both ends of the clutch is within a fourth speed difference interval within a fourth set time.

[0114] After the torque of the input shaft is reset to zero in the previous step 1331, the torque of the input shaft is reviewed in this step 1332 to determine whether the torque of the input shaft has dropped to a small enough level; at the same time, it is necessary to determine whether the speed difference between the gears at both ends of the clutch is within the fourth speed difference range within the fourth set time to ensure that the speed difference between the two ends of the clutch is similar, thereby facilitating safe separation of the clutch.

[0115] In a specific embodiment, the torque range is set to not exceed 3Nm to avoid excessive torque causing the clutch gears to engage too tightly, making it inconvenient to separate the clutch; the fourth set time is 0.1s, and the speed difference between the gears at both ends of the clutch in the fourth speed difference interval is less than 50rpm.

[0116] Step 1333: if the torque of the input shaft exceeds the set torque range, and / or the speed difference between the gears at both ends of the clutch within the fourth set time exceeds the fourth speed difference interval, return to executing the operation of executing clutch separation.

[0117] For the two judgments in step 1332, if both judgments are not yes, it means that the pre-adjustment of the clutch separation is not in place, and it is necessary to return to step 1330.

[0118] Step 1334: if the torque of the input shaft is within the set torque range and the speed difference between the gears at both ends of the clutch within the fourth set time is within the fourth speed difference interval, adjust the current of the electromagnetic coil of the clutch to zero to disconnect the clutch.

[0119] For the two judgments in step 1332, if both judgments are yes, it means that the pre-adjustment of the clutch separation has been adjusted in place, and the clutch can be separated; for the separation of the clutch, it is only necessary to cut off the power of the clutch, which will cause the clutch to disconnect; the corresponding operation in this step is to adjust the current of the electromagnetic coil of the clutch to zero, which can achieve the effect of clutch separation.

[0120] In one embodiment of the present application,

[0121] In step 1340, the clutch disengagement is reviewed, including:

[0122] Step 1341, controlling the generator to output a shaking torque to the input shaft.

[0123] After the clutch is engaged, it is necessary to judge the operation of the clutch to determine whether the clutch is actually engaged. After the clutch is engaged, the torque and speed of the gears at both ends of the clutch may be inconsistent, so the clutch separation is reviewed from the aspects of torque and speed regulation.

[0124] The jitter torque is generated by the generator continuously increasing and decreasing the torque multiple times, so that the torque output by the engine fluctuates within a certain range, that is, the torque of the corresponding input shaft fluctuates within a certain range; the jitter torque is applied to the input shaft, which is conducive to the complete separation of the clutch.

[0125] Step 1342, determining whether the speed difference between the gears at both ends of the clutch is within a fifth speed difference interval within a fifth set time.

[0126] In some embodiments, the fifth setting time is 0.1s, and the fifth speed difference interval is that the speed difference of the gears at both ends of the clutch is less than 100rpm. Since the speed difference at both ends of the clutch will increase after the clutch is disengaged, the judgment range of the corresponding fifth speed difference interval (less than 100rpm) is relaxed compared with the fourth speed difference interval (less than 50rpm); in specific implementation, the fifth speed difference interval can also be adjusted to the same as the fourth speed difference interval, that is, both are less than 50rpm.

[0127] Step 1343: If not, return to execute the operation of performing clutch separation.

[0128] If the speed difference between the gears at both ends of the clutch exceeds the fifth speed difference interval within the fifth set time, it means that the clutch is not successfully engaged, and it is necessary to return to step 1330 and repeat the operation again.

[0129] Step 1344: If yes, the clutch is disengaged successfully.

[0130] If in step 1342, the judgment of this step is yes, it means that the clutch is disengaged successfully.

[0131] In summary, the technical effects that can be achieved by this application are:

[0132] (1) When the clutch is engaged, the engine directly starts from the best fuel economy condition, adjusts the speed through the generator, and enters the direct drive mode after engagement. Compared with the original calibration strategy (engine torque is reset to zero, returns to idle speed, and then accelerates to direct drive after speed adjustment is engaged), fuel consumption and time are saved;

[0133] (2) When the clutch is disengaged, the engine directly returns to the optimal fuel economy condition from the current condition, and the speed and torque are adjusted through the generator. After separation, the engine returns to the power generation condition, and the drive motor drives the generator to generate electricity. Compared with the original calibration strategy (the engine is reset, returns to idle speed, and then accelerates to the power generation condition after separation is completed, and the P1 motor generates electricity), fuel consumption and reaction time are saved;

[0134] (3) When the clutch is engaged and disengaged, the engine torque is not reset to zero and returned to idle speed. Therefore, the generator is also generating electricity while adjusting the speed, and the power generation is large. Compared with the original calibration strategy (the engine torque is reset to zero and returned to idle speed, and the generator is also generating electricity while adjusting the speed, and the power generation is small), fuel consumption is saved;

[0135] (4) The engine torque is not reset to idle when the clutch is engaged and disengaged, so the time used for clutch engagement and disengagement is shortened and the NVH performance is better.

[0136] In one embodiment of the present application, see Figure 2 , an electromagnetic clutch control device, the two ends of the clutch are respectively used to connect to the engine and the drive motor, when the clutch is engaged, the corresponding vehicle is in a state of being driven by the engine and the drive motor together, and when the clutch is disengaged, the corresponding vehicle is in a state of being driven by the drive motor alone;

[0137] The device includes a determination module 2000, a first control module 3000 and a second control module 4000;

[0138] A determination module 2000 is used to determine whether the vehicle speed satisfies the clutch engagement or disengagement condition;

[0139] The first control module 3000 is used to adjust the engine to the best fuel consumption condition if the judgment is yes, and the best fuel consumption condition corresponds to a point on the engine universal characteristic curve;

[0140] The second control module 4000 is used to perform the operation of engaging or disengaging the clutch.

[0141] In one embodiment of the present application, an electronic device includes a memory, a processor, and a program stored in the memory and running on the processor. When the processor executes the program, the following steps of the control method of the electromagnetic clutch are implemented:

[0142] The two ends of the clutch are respectively used to connect to the engine and the drive motor. When the clutch is engaged, the corresponding vehicle is in a state where the engine and the drive motor are driven together. When the clutch is disengaged, the corresponding vehicle is in a state where the drive motor is driven alone. The control method includes:

[0143] Step 1100, determining whether the vehicle speed satisfies the clutch engagement or disengagement condition;

[0144] Step 1200, if yes, adjust the engine to the best fuel consumption condition, the best fuel consumption condition corresponds to the area on the engine universal characteristic curve;

[0145] Step 1300 , performing the operation of engaging or disengaging the clutch.

[0146] In one embodiment of the present application, the present invention further provides a computer device, which may also be a terminal, and its internal structure diagram may be as follows: Figure 3 As shown. The computer device includes a processor, a memory, a network interface, a display screen and an input device connected through a system bus. Among them, the processor of the computer device is used to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The network interface of the computer device is used to communicate with an external terminal through a network connection. The computer program is executed by the processor to implement a vehicle window shading control method. The display screen of the computer device can be a liquid crystal display screen or an electronic ink display screen, and the input device of the computer device can be a touch layer covering the display screen, or a button, trackball or touchpad set on the computer device housing, or an external keyboard, touchpad or mouse, etc.

[0147] In one embodiment of the present application, a computer readable storage medium is used to store a computer program. When the computer program is executed, the following steps of the control method of the electromagnetic clutch are implemented:

[0148] The two ends of the clutch are respectively used to connect to the engine and the drive motor. When the clutch is engaged, the corresponding vehicle is in a state where the engine and the drive motor are driven together. When the clutch is disengaged, the corresponding vehicle is in a state where the drive motor is driven alone. The control method includes:

[0149] Step 1100, determining whether the vehicle speed satisfies the clutch engagement or disengagement condition;

[0150] Step 1200, if yes, adjust the engine to the best fuel consumption condition, the best fuel consumption condition corresponds to the area on the engine universal characteristic curve;

[0151] Step 1300 , performing the operation of engaging or disengaging the clutch.

[0152] like Figure 4 , which is a connection structure diagram of the hybrid box of the present application, the left side of the clutch is the input shaft, the torque of the input shaft is the sum of the torque of the engine and the torque of the generator, the right end of the clutch is connected to the drive motor, and then connected to the differential, so as to control the running speed of the car.

[0153] like Figure 5 , is a connection structure diagram of a hybrid box in the prior art,

[0154] For the hybrid box, the structural diagram of the present application is more compact than the existing structural diagram, and saves more space under the same conditions, thus greatly improving the application scenarios of the present structure.

[0155] The computer-readable storage medium may be a transient computer-readable storage medium or a non-transitory computer-readable storage medium.

[0156] The technical solution of the embodiment of the present disclosure can be embodied in the form of a software product, which is stored in a storage medium and includes one or more instructions for enabling a computer device (which may be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method described in the embodiment of the present disclosure. The aforementioned computer-readable storage medium may be a non-transitory computer-readable storage medium, including: a USB flash drive, a mobile hard disk, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, RandomAccess Memory), a disk or an optical disk, and other media that can store program codes, or a transient computer-readable storage medium.

[0157] Those skilled in the art know that the present invention can be implemented as a system, method or computer program product. Therefore, the present disclosure can be specifically implemented in the following forms, namely: it can be complete hardware, it can be complete software (including firmware, resident software, microcode, etc.), or it can be a combination of hardware and software, generally referred to as "circuit", "module" or "system" herein. In addition, in some embodiments, the present invention can also be implemented in the form of a computer program product in one or more computer-readable media, and the computer-readable medium contains computer-readable program code. Computer-readable storage media can be, for example, but not limited to - electrical, magnetic, optical, electromagnetic, infrared or semiconductor systems, devices or devices, or any combination of the above.

[0158] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example" or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.

[0159] Although the embodiments of the present invention have been shown and described above, it is to be understood that the above embodiments are exemplary and are not to be construed as limitations of the present invention. A person skilled in the art may change, modify, replace and vary the above embodiments within the scope of the present invention.

Claims

1. A control method for an electromagnetic clutch, characterized in that: The two ends of the clutch are respectively used to connect to the engine and the drive motor. When the clutch is engaged, the corresponding vehicle is in a state where the engine and the drive motor are driven together. When the clutch is disengaged, the corresponding vehicle is in a state where the drive motor is driven alone. The control method includes: Determine whether the vehicle speed satisfies the clutch engagement or disengagement conditions; If yes, adjusting the engine to an optimal fuel consumption condition, wherein the optimal fuel consumption condition corresponds to an area on the engine universal characteristic curve; The clutch is engaged or disengaged.

2. The control method of the electromagnetic clutch according to claim 1, characterized in that: The determination of whether the vehicle speed satisfies the clutch engagement or disengagement condition includes: If the vehicle speed is within the first speed interval, the vehicle speed satisfies the clutch engagement condition; If the vehicle speed is within the second speed range, the vehicle speed satisfies the clutch release condition; The lowest vehicle speed in the first speed range is higher than the highest vehicle speed in the second speed range.

3. The control method of the electromagnetic clutch according to claim 1, characterized in that: The operation of engaging or disengaging the clutch includes: performing the clutch engagement operation; reviewing engagement of the clutch; The operation of performing the clutch engagement includes: Determine whether the speed difference between the gears at both ends of the clutch within the first set time is within a first speed difference interval; If not, the rotation speed of the gears at both ends of the clutch is adjusted, and the operation of engaging the clutch is returned to execution; If so, a first engagement current is output to the electromagnetic coil of the clutch to engage the clutch.

4. The control method of the electromagnetic clutch according to claim 3, characterized in that: The reviewing of the engagement of the clutch comprises: Determine whether the speed difference between the gears at both ends of the clutch within the second set time is within a second speed difference range; If not, the rotation speed of the gears at both ends of the clutch is adjusted, and the operation of engaging the clutch is returned to execution; If yes, output a second engagement current to the electromagnetic coil of the clutch; apply a test torque to the connection end of the clutch through the engine to determine whether the speed difference of the gears at both ends of the clutch is within a third speed difference range within a third set time; If not, returning to execute the operation of engaging the clutch; if so, the clutch is engaged successfully; Wherein, the first bonding current is greater than the second bonding current.

5. The control method of the electromagnetic clutch according to claim 4, characterized in that: The first speed difference interval is the same as the second speed difference interval, and a maximum value of the first speed difference interval is smaller than a maximum value of the third speed difference interval.

6. The control method of the electromagnetic clutch according to claim 1, characterized in that: One end of the clutch is an input shaft, which is connected to the generator and the engine at the same time, the torque of the input shaft is the sum of the torque of the generator and the torque of the engine, and the output torque of the vehicle is the sum of the torque of the input shaft and the torque of the drive motor; The operation of engaging or disengaging the clutch includes: executing the clutch disengagement operation; reviewing the disengagement of the clutch; The operation of performing the clutch separation comprises: Adjusting the torque and speed of the generator so that the torque of the input shaft returns to zero; and compensating the reduced torque of the input shaft through the drive motor to keep the output torque of the vehicle unchanged; Determining whether the torque of the input shaft is within a set torque range, and determining whether the speed difference between the gears at both ends of the clutch is within a fourth speed difference interval within a fourth set time; If the torque of the input shaft exceeds the set torque range, and / or the speed difference between the gears at both ends of the clutch exceeds the fourth speed difference interval within the fourth set time, then return to executing the operation of performing the clutch separation; If the torque of the input shaft is within the set torque range and the speed difference between the gears at both ends of the clutch within the fourth set time is within the fourth speed difference interval, the current of the electromagnetic coil of the clutch is adjusted to zero to disconnect the clutch.

7. The control method of the electromagnetic clutch according to claim 6, characterized in that: The reviewing of the separation of the clutch comprises: Controlling the generator to output a shaking torque to the input shaft; determining whether the speed difference between the gears at both ends of the clutch is within a fifth speed difference interval within a fifth set time; If not, returning to executing the operation of performing the clutch separation; If so, the clutch is disengaged successfully.

8. An electromagnetic clutch control device, characterized in that: The two ends of the clutch are respectively used to be connected to the engine and the drive motor. When the clutch is engaged, the corresponding vehicle is in a state where the engine and the drive motor are driven together. When the clutch is disengaged, the corresponding vehicle is in a state where the drive motor is driven alone. The device comprises a judgment module, a first control module and a second control module; The judging module is used to judge whether the vehicle speed satisfies the clutch engagement or disengagement condition; The first control module is used to adjust the engine to an optimal fuel consumption condition if the judgment is yes, and the optimal fuel consumption condition corresponds to a point on the engine universal characteristic curve; The second control module is used to perform the operation of engaging or disengaging the clutch.

9. An electronic device comprising a memory, a processor, and a program stored in the memory and running on the processor, characterized in that: When the processor executes the program, the control method of the electromagnetic clutch according to any one of claims 1 to 7 is implemented.

10. A computer-readable storage medium, characterized in that: Used to store a computer program, which, when executed, is used to implement the control method of the electromagnetic clutch as described in any one of claims 1 to 7.

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