Control Method, Device, Equipment and Storage Medium

Abstract

The present application provides a control method, device, equipment and storage medium. The control method is applied to an automatic clutch, and the automatic clutch performs an engagement action and a separation action between a TM motor and a wheel bearing. First, the brushless DC motor reverses for the first time in response to a power-on signal. When a stall signal appears in the brushless DC motor, the first rotation angle of the brushless DC motor is obtained. Then, it is determined whether the automatic clutch is in the zero position according to the first rotation angle, where the zero position is the initial position of the automatic clutch. Then, when it is determined that the automatic clutch is in the zero position, it is determined whether the working state of the automatic clutch is intact according to the stall signal that appears during a preset rotation process. The integrity of the working state of the automatic clutch is effectively identified before the automatic clutch performs the engagement action and the separation action, preventing abnormalities from occurring during the execution of the engagement action and the separation action of the automatic clutch, and ensuring the safety of the powertrain.

Description

Technical Field

[0001] This application relates to the technical field of automotive transmissions, and particularly to a control method, device, equipment, and storage medium. Background Art

[0002] With the widespread use of new energy vehicles, automotive safety technologies and power protection safety awareness are no longer limited to the safety of passengers and battery safety, but also pay more attention to the safety protection of the vehicle powertrain.

[0003] The existing powertrain protection technologies mainly design the mechanical structure to play a protective role. For example, the output part is sleeved outside the engaging sleeve and forms a lead screw drive with the driving ring to eliminate the gap between the driving ring and the output part, and it is not easy to rotate axially, thereby reducing the loss during power transmission and achieving the purpose of improving transmission efficiency and safety.

[0004] However, the current solutions only change the transmission form and do not identify the integrity of the mechanical structure before performing corresponding actions. For example, developers designed a mechanical structure of an automatic clutch to meet the requirements of drivers for the power performance and economy of new energy electric vehicles by performing engaging and disengaging actions. For example, there are two motors installed in a new energy vehicle. When strong power is required, the automatic clutch is in the engaged state and the two motors work simultaneously. When strong power is not required, the automatic clutch is in the disengaged state and only one motor works. Since the automatic clutch engages and disengages with the high-speed rotating motor, once the automatic clutch is damaged during the execution process, it will bring unknown risks to the entire powertrain. Summary of the Invention

[0005] This application provides a control method, device, equipment, and storage medium for identifying the integrity of an automatic clutch before performing engaging and disengaging actions to ensure the safety of the powertrain.

[0006] In a first aspect, this application provides a control method applied to an automatic clutch that performs engaging and disengaging actions between a TM motor and a wheel bearing; the method includes:

[0007] When a brushless DC motor first reverses in response to a power-on signal and a stall signal appears in the brushless DC motor, obtain a first rotation angle of the brushless DC motor;

[0008] Determine whether the automatic clutch is in a zero position according to the first rotation angle, where the zero position is the initial position of the automatic clutch;

[0009] If so, determine whether the working state of the automatic clutch is intact according to the stall signal that appears during the preset rotation process of the brushless DC motor.

[0010] In a possible design, the determining whether the working state of the automatic clutch is intact according to the stall signal that appears during the preset rotation process of the brushless DC motor includes:

[0011] After determining that the automatic clutch is in the zero position, the brushless DC motor rotates forward for the first time, and when a stall signal appears in the brushless DC motor, obtain the second rotation angle of the brushless DC motor;

[0012] Determine whether the automatic clutch is in the engaged position according to the second rotation angle;

[0013] If so, the brushless DC motor rotates in reverse for the second time, and determine whether the working state of the automatic clutch is intact according to the stall signal that appears during the second reverse rotation of the brushless DC motor;

[0014] Wherein, the preset rotation process includes the first forward rotation and the second reverse rotation of the brushless DC motor.

[0015] In a possible design, the determining whether the working state of the automatic clutch is intact according to the stall signal that appears during the second reverse rotation of the brushless DC motor includes:

[0016] When a stall signal appears in the brushless DC motor during the second reverse rotation, obtain the third rotation angle of the brushless DC motor;

[0017] Determine whether the automatic clutch is in the zero position according to the third rotation angle;

[0018] If so, determine that the working state of the automatic clutch is intact.

[0019] In a possible design, if it is determined that the automatic clutch is not in the engaged position according to the second rotation angle, then determine that the working state of the automatic clutch is abnormal.

[0020] In a possible design, after determining that the working state of the automatic clutch is abnormal, the method further includes:

[0021] The brushless DC motor rotates forward for the second time, so that the automatic clutch attempts the engagement action a preset number of times;

[0022] During the process of performing the engagement action a preset number of times, whenever a stall signal appears in the brushless DC motor, obtain the fourth rotation angle of the brushless DC motor;

[0023] If it is determined at least once based on each obtained fourth rotation angle that the automatic clutch is not in the engaged position, the brushless DC motor rotates in reverse for the third time, causing the automatic clutch to return to the zero position and no longer perform the engagement action;

[0024] Wherein, the preset rotation process further includes the second forward rotation and the third reverse rotation of the brushless DC motor.

[0025] In a possible design, after determining that the working state of the automatic clutch is intact, the method further includes:

[0026] The automatic clutch is in the zero position waiting to perform the engagement action.

[0027] In a possible design, determining whether the automatic clutch is in the zero position according to the first rotation angle includes:

[0028] Comparing the first rotation angle with a first preset angle;

[0029] If the first rotation angle is less than the first preset angle, it is determined that the automatic clutch is in the zero position.

[0030] In a possible design, determining whether the automatic clutch is in the engaged position according to the second rotation angle includes:

[0031] Comparing the second rotation angle with a second preset angle, the second preset angle being greater than the first preset angle;

[0032] If the second rotation angle is greater than the second preset angle, it is determined that the automatic clutch is in the engaged position.

[0033] In a possible design, obtaining the first rotation angle of the brushless DC motor includes:

[0034] Reading a first Hall signal of a Hall sensor in the brushless DC motor, and obtaining the first rotation angle according to the first Hall signal.

[0035] In a possible design, the automatic clutch is arranged in an electric vehicle.

[0036] In a second aspect, the present application provides a control device applied to an automatic clutch, where the automatic clutch performs an engagement action and a separation action between a TM motor and a wheel bearing; the device includes:

[0037] An acquisition module, configured to acquire a first rotation angle of the brushless DC motor when the brushless DC motor responds to a power-on signal and a stall signal appears in the first reverse rotation;

[0038] A first processing module, configured to determine whether the automatic clutch is in a zero position according to the first rotation angle, where the zero position is the initial position of the automatic clutch;

[0039] A second processing module, configured to determine whether the working state of the automatic clutch is intact according to a stall signal that appears during a preset rotation process of the brushless DC motor if it is determined that the automatic clutch is in the zero position.

[0040] In a possible design, the second processing module includes:

[0041] A first processing sub-module, configured to, after determining that the automatic clutch is in the zero position, cause the brushless DC motor to rotate forward for the first time, and obtain a second rotation angle of the brushless DC motor when a stall signal appears in the brushless DC motor;

[0042] A second processing sub-module, configured to determine whether the automatic clutch is in an engaged position according to the second rotation angle;

[0043] A third processing sub-module, configured to, if it is determined according to the second rotation angle that the automatic clutch is in the engaged position, cause the brushless DC motor to rotate in reverse for the second time, and determine whether the working state of the automatic clutch is intact according to a stall signal that appears during the second reverse rotation of the brushless DC motor;

[0044] Wherein, the preset rotation process includes the first forward rotation and the second reverse rotation of the brushless DC motor.

[0045] In a possible design, the third processing sub-module is specifically configured to:

[0046] When a stall signal appears during the second reverse rotation of the brushless DC motor, obtain a third rotation angle of the brushless DC motor;

[0047] Determine whether the automatic clutch is in the zero position according to the third rotation angle;

[0048] If so, determine that the working state of the automatic clutch is intact.

[0049] In a possible design, the third processing sub-module is further configured to:

[0050] If it is determined according to the second rotation angle that the automatic clutch is not in the engaged position, determine that the working state of the automatic clutch is abnormal.

[0051] In a possible design, after determining that the working state of the automatic clutch is abnormal, the third processing sub-module is further configured to:

[0052] The brushless DC motor rotates forward for the second time, causing the automatic clutch to attempt the engagement action a preset number of times;

[0053] During the engagement action of the preset number of times, whenever a stall signal appears in the brushless DC motor, the fourth rotation angle of the brushless DC motor is acquired;

[0054] If it is determined at least once according to each acquired fourth rotation angle that the automatic clutch is not in the engaged position, the brushless DC motor rotates in reverse for the third time, causing the automatic clutch to return to the zero position and no longer execute the engagement action;

[0055] Wherein, the preset rotation process further includes the second forward rotation and the third reverse rotation of the brushless DC motor.

[0056] In a possible design, after determining that the working state of the automatic clutch is intact, the third processing sub-module is further configured to:

[0057] Control the automatic clutch to be in the zero position waiting for the engagement action.

[0058] In a possible design, the first processing module is specifically configured to:

[0059] Compare the first rotation angle with a first preset angle;

[0060] If the first rotation angle is less than the first preset angle, it is determined that the automatic clutch is in the zero position.

[0061] In a possible design, the second processing sub-module is specifically configured to:

[0062] Compare the second rotation angle with a second preset angle, and the second preset angle is greater than the first preset angle;

[0063] If the second rotation angle is greater than the second preset angle, it is determined that the automatic clutch is in the engaged position.

[0064] In a possible design, the acquisition module is specifically configured to:

[0065] Read the first Hall signal of the Hall sensor in the brushless DC motor, and acquire the first rotation angle according to the first Hall signal.

[0066] In a possible design, the automatic clutch is arranged in an electric vehicle.

[0067] In a third aspect, the present application provides an electronic device, including: a processor, and a memory communicatively connected to the processor;

[0068] The memory stores computer-executable instructions;

[0069] The processor executes the computer-executable instructions stored in the memory to implement any possible control method provided in the first aspect.

[0070] In a fourth aspect, the present application provides a computer-readable storage medium storing computer-executable instructions, which are used to implement any possible control method provided in the first aspect when executed by a processor.

[0071] In a fifth aspect, the present application provides a computer program product including computer-executable instructions, which are used to implement any possible control method provided in the first aspect when executed by a processor.

[0072] The present application provides a control method, device, equipment and storage medium. The control method is applied to an automatic clutch, and the automatic clutch performs engagement and disengagement actions between a TM motor and a wheel bearing. First, the brushless DC motor reverses for the first time in response to a power-on signal. When a stall signal appears in the brushless DC motor, the first rotation angle of the brushless DC motor is obtained. Then, it is determined whether the automatic clutch is in the zero position according to the first rotation angle, where the zero position is the initial position of the automatic clutch. Then, when it is determined that the automatic clutch is in the zero position, it is determined whether the working state of the automatic clutch is intact according to the stall signal that appears during a preset rotation process of the brushless DC motor. The integrity of the working state of the automatic clutch is effectively identified before the automatic clutch performs engagement and disengagement actions, preventing abnormalities from occurring during the engagement and disengagement actions of the automatic clutch and ensuring the safety of the powertrain. Description of the Drawings

[0073] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present application. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0074] Figure 1 It is a schematic diagram of an application scenario provided by an embodiment of the present application;

[0075] Figure 2 It is a schematic flowchart of a control method provided by an embodiment of the present application;

[0076] Figure 3 Schematic flowchart of another control method provided by an embodiment of the present application;

[0077] Figure 4 Schematic flowchart of yet another control method provided by an embodiment of the present application;

[0078] Figure 5 Schematic flowchart of yet another control method provided by an embodiment of the present application;

[0079] Figure 6 Schematic structural diagram of a control device provided by an embodiment of the present application;

[0080] Figure 7 Schematic structural diagram of another control device provided by an embodiment of the present application;

[0081] Figure 8 Schematic structural diagram of an electronic device provided by an embodiment of the present application. Detailed implementation manners

[0082] Exemplary embodiments will be described in detail herein, and examples thereof are shown in the accompanying drawings. When the following description refers to the accompanying drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present application. On the contrary, they are merely examples of methods and apparatuses consistent with some aspects of the present application as detailed in the appended claims.

[0083] The terms "first", "second", "third", "fourth", etc. (if any) in the specification and claims of the present application and the above accompanying drawings are used to distinguish similar objects and do not necessarily have to be used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged under appropriate circumstances so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "comprising" and "having" and any variations thereof are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units does not necessarily have to be limited to those steps or units clearly listed, but may include other steps or units not clearly listed or inherent to these processes, methods, products, or devices.

[0084] With the widespread use of new energy vehicles, the safety protection of vehicle powertrains has attracted much attention. In the existing technology, the protection technology for powertrains mainly designs the mechanical structure to achieve the protection purpose, that is, only by changing the transmission method to protect the safety of the powertrain, and does not confirm whether the working state of the mechanical structure is intact before work, and cannot ensure that the working state of the mechanical structure before work is reliable. The mechanical structure may malfunction during work, which will pose a threat to the safety of the powertrain.

[0085] For example, considering the driver's requirements for the power performance and economy of new energy vehicles, developers have developed a mechanical structure as an automatic clutch by referring to the shift mechanism in the gearbox. By performing engagement and separation actions through this automatic clutch, the vehicle can meet the requirements of power performance and economy. Specifically, a new energy electric vehicle is equipped with two motors. When the driver needs strong power, the automatic clutch is in the engaged state and the two motors work simultaneously; when the driver needs economical power, the automatic clutch is in the separated state and only one motor works. Since the automatic clutch performs the engagement and separation actions between the TM motor and the wheel bearing, higher requirements are imposed on the integrity of the working state of the automatic clutch before work. Once the integrity of its working state is abnormal and unreliable, it will cause damage to the entire powertrain of the new energy electric vehicle, posing unpredictable safety risks.

[0086] In view of the above problems existing in the prior art, the present application provides a control method, device, equipment and storage medium. The inventive concept of the control method provided by the present application is as follows: after receiving the power-on signal, the brushless DC motor first rotates in reverse. When a stall signal appears during the reverse rotation, the first rotation angle of the brushless DC motor is obtained, and then it is determined whether the automatic clutch is in the zero position according to the first rotation angle. The zero position is the initial position of the automatic clutch, that is, the automatic clutch is in a completely disengaged state. Then, the brushless DC motor performs a preset rotation process, and determines whether the working state of the automatic clutch is intact according to the stall signal that appears during the preset rotation process. Among them, if the working state of the automatic clutch is intact, the preset rotation process performed by the brushless DC motor can make the automatic clutch reach the engaged position from the zero position and then return to the zero position. Thus, after the brushless DC motor receives the power-on signal, that is, before the automatic clutch works, it is identified whether the working state of the automatic clutch is intact, preventing the automatic clutch from malfunctioning during the engagement and separation actions, and ensuring the safety of the powertrain. In other words, through the control method provided by the embodiments of the present application, the automatic clutch performs a self-check process from the zero position to the engaged position and then back to the zero position before work, and identifies whether the working state of the automatic clutch is intact through this self-check process.

[0087] Next, an exemplary application scenario of the embodiments of the present application will be introduced.

[0088] Figure 1 A schematic diagram of an application scenario provided for the embodiments of the present application is as Figure 1 shown. An automatic clutch is provided on the new energy electric vehicle 100. By performing an engagement action and a separation action between the TM motor and the wheel bearing through the automatic clutch, multiple motors provided in the new energy electric vehicle 100, such as two motors, can work simultaneously or only one works alone to meet the requirements of the driver for the power performance and economy of the new energy electric vehicle 100. The electronic device 200 is configured to execute the control method provided for the embodiments of the present application, and is used to confirm whether the working state of the automatic clutch is intact before the automatic clutch performs the engagement and separation actions, so as to prevent the entire power assembly of the new energy electric vehicle 100 from being damaged due to abnormalities in the working process of the automatic clutch.

[0089] It should be noted that the electronic device 200 can be a computer, a server, a server cluster, a microcontroller unit (MCU), an electronic control unit (ECU), a vehicle-mounted controller, etc. The embodiments of the present application do not limit the type of the electronic device. Figure 1 The electronic device 200 in

[0090] is shown by taking the ECU as an example.

[0091] Figure 2 A schematic flow chart of a control method provided for the embodiments of the present application. This control method can be applied to an automatic clutch, and the automatic clutch is used to perform an engagement action and a separation action between the TM motor and the wheel bearing. As Figure 2 shown, the control method provided for the embodiments of the present application includes:

[0092] S101: When the brushless DC motor responds to the power-on signal and reverses for the first time, and a stall signal appears in the brushless DC motor, obtain the first rotation angle of the brushless DC motor.

[0093] For example, after the new energy electric vehicle is powered on and started, the control method provided for the embodiments of the present application is executed. The brushless DC motor responds to the power-on signal and reverses for the first time. When a stall signal appears in the brushless DC motor, obtain the motor rotation angle of the brushless DC motor at this time, that is, the first rotation angle.

[0094] It can be understood that the stall signal occurs when the brushless DC motor stalls, indicating that the brushless DC motor is stalling at this time.

[0095] In a possible design, obtaining the first rotation angle of the brushless DC motor in step S101 may include:

[0096] Reading the first Hall signal of the Hall sensor in the brushless DC motor, and then obtaining the first rotation angle according to the first Hall signal.

[0097] The brushless DC motor is equipped with a Hall sensor to collect the number of times the Hall signal appears when the brushless DC motor rotates one circle. For example, if the number of times the Hall signal appears when the brushless DC motor rotates one circle is 10 times, then each time the Hall signal appears, it means that the rotation angle of the brushless DC motor is 3.6°. Thus, the corresponding relationship between the number of times the Hall signal appears and the rotation angle of the brushless DC motor is obtained. Furthermore, when the brushless DC motor first reverses to generate a stall signal, the number of times the Hall signal appears and this corresponding relationship are used to obtain the rotation angle of the brushless DC motor at this time, and this rotation angle is defined as the first rotation angle. The number of times the Hall signal appears when the brushless DC motor first reverses to generate a stall signal is defined as the first Hall signal, and thus the first rotation angle is obtained according to the first Hall signal.

[0098] S102: Determine whether the automatic clutch is in the zero position according to the first rotation angle.

[0099] Wherein, the zero position is the initial position of the automatic clutch.

[0100] After obtaining the first rotation angle, determine whether the automatic clutch is in the zero position according to the first rotation angle, that is, confirm whether the automatic clutch is in the initial position.

[0101] Before the power-on signal is sent, that is, before the new energy electric vehicle is started, the automatic clutch is usually in the initial position, and the automatic clutch is in a completely separated state between the TM motor and the wheel bearing. This step is used to verify whether the position of the automatic clutch is the zero position.

[0102] In a possible design, the possible implementation manner of step S102 is as Figure 3 shown. Figure 3 It is a schematic flowchart of another control method provided by an embodiment of the present application. As Figure 3 shown, the embodiment of the present application includes:

[0103] S1021: Compare the first rotation angle with the first preset angle.

[0104] S1022: If the first rotation angle is less than the first preset angle, determine that the automatic clutch is in the zero position.

[0105] Assuming that the brushless DC motor needs to rotate ten times during the process of the automatic clutch from the zero position to the engagement position for the engagement action, that is, the total stroke is 3600°, the first preset angle and the second preset angle can be pre-set to use the first preset angle and the second preset angle to respectively determine whether the automatic clutch is in the zero position and the engagement position. For example, the first preset angle is set to 50° and the second preset angle is set to 3500°. When the rotation angle of the brushless DC motor is less than 50°, it is considered that the automatic clutch is in the zero position, and when the rotation angle of the brushless DC motor is greater than 3500°, it is considered that the automatic clutch is in the engagement position.

[0106] Therefore, the first rotation angle is compared with the first preset angle. If it is determined that the first rotation angle is less than the first preset angle, it means that the automatic clutch is in the zero position at this time. On the contrary, if the first rotation angle is greater than or equal to the first preset angle, it means that the automatic clutch is not in the zero position at this time, and it can be determined that the working state of the automatic clutch is abnormal.

[0107] It should be noted that the specific values ​​of the first preset angle and the second preset angle can be set according to actual working conditions, but the preset angle for determining the engagement position must be greater than the angle for determining the zero position, for example, the second preset angle is greater than the first preset angle.

[0108] The control method provided in the embodiment of the present application determines whether the automatic clutch is in the zero position by performing the first reverse of the brushless DC motor in response to a power-on signal, and comparing the first rotation angle of the brushless DC motor obtained when a stall signal appears during the reversal with a first preset angle, and confirming whether the automatic clutch is in the zero position by comparing the angles to clarify the initial position of the automatic clutch.

[0109] S103: If yes, determine whether the working state of the automatic clutch is intact according to a stall signal generated during the preset rotation process of the brushless DC motor.

[0110] After determining that the automatic clutch is in the zero position according to the first rotation angle, the brushless DC motor is further controlled to perform a preset rotation process, and whether the working state of the automatic clutch is intact is determined according to a stall signal generated by the brushless DC motor during the preset rotation process.

[0111] Among them, the preset rotation process of the brushless DC motor includes forward rotation first and then reverse rotation. When the working condition of the automatic clutch is intact, the forward rotation process of the brushless DC motor can make the automatic clutch reach the engagement position from the current zero position, and then reverse rotation can make the automatic clutch return from the engagement position to the zero position.

[0112] Therefore, in this step, the rotation angle of the brushless DC motor can be obtained when a stall signal appears during the preset rotation process of the brushless DC motor. Then, based on the obtained rotation angle, it can be determined whether the automatic clutch is in the engaged position when a stall signal appears during the forward rotation of the brushless DC motor, and whether it is in the zero position when a stall signal appears during the reverse rotation of the brushless DC motor, so as to determine whether the working state of the automatic clutch is intact. Here, the intact working state of the automatic clutch means that there is no abnormality in the entire process from the zero position to the engaged position after the automatic clutch completes the engagement action, and from the engaged position back to the zero position after completing the separation action. Thus, it is realized to determine whether the working state of the automatic clutch is intact according to the stall signal that appears during the preset rotation process of the brushless DC motor.

[0113] The control method provided by the embodiment of the present application is applied to an automatic clutch, and the automatic clutch performs engagement and separation actions between the TM motor and the wheel bearing. First, the brushless DC motor reverses for the first time in response to the power-on signal. When a stall signal appears in the brushless DC motor, the first rotation angle of the brushless DC motor is obtained. Then, based on the first rotation angle, it is determined whether the automatic clutch is in the zero position, where the zero position is the initial position of the automatic clutch. Then, when it is determined that the automatic clutch is in the zero position, it is determined whether the working state of the automatic clutch is intact according to the stall signal that appears during the preset rotation process of the brushless DC motor. Before the automatic clutch performs the engagement and separation actions, the integrity of its working state is effectively identified to prevent abnormalities from occurring during the engagement and separation actions of the automatic clutch and ensure the safety of the powertrain.

[0114] Figure 4 FIG. is a schematic flow chart of another control method provided by the embodiment of the present application. The control method is applied to an automatic clutch, and the automatic clutch is used to perform engagement and separation actions between the TM motor and the wheel bearing. As Figure 4 shown, the control method provided by the embodiment of the present application includes:

[0115] S201: The brushless DC motor reverses for the first time in response to the power-on signal. When a stall signal appears in the brushless DC motor, the first rotation angle of the brushless DC motor is obtained.

[0116] S202: Determine whether the automatic clutch is in the zero position according to the first rotation angle.

[0117] Wherein, the zero position is the initial position of the automatic clutch.

[0118] The implementation manners, principles, and technical effects of steps S201 and S202 are similar to those of steps S101 and S102. For detailed content, reference can be made to the description of the foregoing embodiments and will not be elaborated here.

[0119] S203: When it is determined that the automatic clutch is in the zero position, the brushless DC motor rotates forward for the first time, and when a stall signal appears in the brushless DC motor, the second rotation angle of the brushless DC motor is obtained.

[0120] After it is determined that the automatic clutch is in the zero position according to the first rotation angle, the brushless DC motor rotates forward for the first time. When a stall signal appears in the brushless DC motor, the rotation angle of the brushless DC motor, that is, the second rotation angle, is obtained.

[0121] In a possible design, the possible implementation manner of obtaining the second rotation angle of the brushless DC motor in step S203 is similar to the possible implementation manner of obtaining the first rotation angle of the brushless DC motor in step S101.

[0122] For example, when a stall signal appears during the first forward rotation of the brushless DC motor, the number of occurrences of the Hall signal of the Hall sensor in the brushless DC motor is collected. The number of occurrences of the Hall signal collected at this time is defined as the second Hall signal. According to the correspondence between the number of occurrences of the Hall signal and the rotation angle of the brushless DC motor, the rotation angle of the brushless DC motor at this time is calculated. That is, when a stall signal appears during the first forward rotation of the brushless DC motor, the second Hall signal of the Hall sensor is read, and the second rotation angle is obtained according to the second Hall signal.

[0123] S204: Determine whether the automatic clutch is in the engaged position according to the second rotation angle.

[0124] After the second rotation angle is obtained, it is determined whether the automatic clutch is in the engaged position according to the second rotation angle, that is, it is confirmed whether the automatic clutch is in the engaged position according to the second rotation angle.

[0125] When the working state of the automatic clutch is intact, the first forward rotation of the brushless DC can make the automatic clutch reach the engaged position from the zero position, and a stall signal appears at the engaged position. Therefore, the second rotation angle obtained when a stall signal appears during the first forward rotation of the brushless DC motor can be used to determine whether the automatic clutch is in the engaged position at this time, and the automatic clutch reaches the engaged position for the engagement action.

[0126] In a possible design, the possible implementation manner of step S204 is as Figure 5 shown. Figure 5 This is a schematic flowchart of another control method provided by an embodiment of the present application. As Figure 5 shown, the embodiment of the present application includes:

[0127] S301: Compare the second rotation angle with a second preset angle.

[0128] Among them, the second preset angle is greater than the first preset angle.

[0129] S302: If the second rotation angle is greater than the second preset angle, it is determined that the automatic clutch is in the engaged position.

[0130] As described in the foregoing Figure 3 As described in the foregoing embodiments, the second preset angle is preset to determine whether the automatic clutch is in the engaged position by using the second preset angle. For example, the second preset angle is set to 3500°. When the rotation angle of the brushless DC motor is greater than 3500°, it is considered that the automatic clutch is in the engaged position. Therefore, in this step, the second rotation angle is compared with the second preset angle. If the second rotation angle is greater than the second preset angle, it means that the automatic clutch is in the engaged position, and the stroke of the automatic clutch from the zero position to the engaged position is okay, and the automatic clutch has completed the engagement action at the engaged position.

[0131] On the contrary, if the second rotation angle is less than or equal to the second preset angle, it means that at this time, it is determined that the automatic clutch is not in the engaged position according to the second rotation angle. In other words, the stall signal of the brushless DC motor occurs on the way from the zero position to the engaged position of the automatic clutch. Therefore, it can also be determined that there is an abnormality in the stroke of the automatic clutch from the zero position to the engaged position, and thus it is determined that the working state of the automatic clutch is abnormal.

[0132] As can be seen from the description of the above embodiments, the second rotation angle of the brushless DC motor obtained when the stall signal appears in the first forward rotation of the brushless DC motor is compared with the second preset angle, and whether the automatic clutch is in the engaged position at this time is determined according to the comparison result. Specifically, if the second rotation angle is less than or equal to the second preset angle, it means that the automatic clutch is not in the engaged position at this time, and it is determined that the working state of the automatic clutch is abnormal, that is, step S205 is executed. On the contrary, if the second rotation angle is greater than the second preset angle, it means that the automatic clutch is in the engaged position at this time, and then step S206 is executed.

[0133] S205: If it is determined that the automatic clutch is not in the engaged position according to the second rotation angle, it is determined that the working state of the automatic clutch is abnormal.

[0134] It is determined that the automatic clutch is not in the engaged position according to the second rotation angle, that is, the stall signal occurs on the way from the zero position to the engaged position of the automatic clutch, so it is determined that the working state of the automatic clutch is abnormal.

[0135] To ensure the accuracy of the determined abnormal operating state of the automatic clutch and to ensure that the automatic clutch can be maintained at the zero position when the operating state of the automatic clutch is abnormal, thereby improving the safety of the powertrain, after step S205, the automatic clutch enables the automatic clutch, and after step S205, steps S209 to S2011 are also executed.

[0136] S206: If so, the brushless DC motor rotates in reverse for the second time, and when a stall signal of the brushless DC motor appears, the third rotation angle of the brushless DC motor is obtained.

[0137] S207: Determine whether the automatic clutch is in the zero position according to the third rotation angle.

[0138] After determining that the automatic clutch is in the engaged position when the stall signal appears in the first forward rotation of the brushless DC motor according to the second rotation angle, the brushless DC motor then rotates in reverse for the second time, and further determines whether the operating state of the automatic clutch is intact according to the stall signal that appears in the second reverse rotation of the brushless DC motor. It should be noted that if the operating state of the automatic clutch is intact, the stall signal that appears in the second reverse rotation of the brushless DC motor should occur when the automatic clutch returns from the engaged position to the zero position, that is, the automatic clutch can complete the separation action and return from the engaged position to the zero position, and only when it returns to the zero position does the brushless DC motor appear a stall signal.

[0139] Therefore, when a stall signal appears in the second reverse rotation of the brushless DC motor, the rotation angle of the brushless DC motor at this time, that is, the third rotation angle, can be obtained, and it is determined whether the automatic clutch is in the zero position according to the third rotation angle. If it is, it means that the operating state of the automatic clutch is completed, and the automatic clutch has returned from the engaged position to the zero position. On the contrary, if it is determined at this time that the automatic clutch is not in the zero position, it means that the operating state of the automatic clutch is abnormal.

[0140] The implementation method of obtaining the third rotation angle in step S206 is similar to the implementation methods of obtaining the first rotation angle or the second rotation angle in the foregoing embodiments, that is, reading the third Hall signal when the stall signal appears in the second reverse rotation of the brushless DC motor. The third Hall signal is the number of Hall signals that have appeared at this time. According to the rotation angle of the brushless DC motor represented by the appearance of one Hall signal, the rotation angle of the brushless DC motor corresponding to the third Hall signal, that is, the third rotation angle, is calculated, so as to obtain the third rotation angle.

[0141] A possible implementation method of step S207 is the same as Figure 3Similar to the illustrated embodiment, that is, the third rotation angle is compared with the first preset angle. If the third rotation angle is less than the first preset angle, it indicates that the automatic clutch is in the zero position at this time, and the automatic clutch has completed the separation action and returned from the engaged position to the zero position, and the working state of the automatic clutch is intact, that is, step S208 is executed. Conversely, if the third rotation angle is greater than or equal to the first preset angle, it indicates that the automatic clutch is not in the zero position at this time, and there is an abnormality in the stroke of the automatic clutch returning from the engaged position to the zero position, that is, the working state of the automatic clutch is abnormal.

[0142] Optionally, if it is determined that the working state of the automatic clutch is abnormal according to the third rotation angle, the brushless DC motor continues to reverse for the second time, so that the automatic clutch returns to the zero position and remains in the zero position without performing the engagement action.

[0143] S208: If so, it is determined that the working state of the automatic clutch is intact, and the automatic clutch is in the zero position waiting for the engagement action.

[0144] So far, it has been self-checked that the automatic clutch can reach the engaged position from the zero position to complete the engagement action, and complete the separation action from the engaged position and return to the zero position. The working state of the automatic clutch is intact, and the automatic clutch then remains in the zero position to prepare to receive the corresponding instruction for instructing the automatic clutch to perform the engagement action and perform the subsequent engagement action.

[0145] S209: The brushless DC motor rotates forward for the second time, so that the automatic clutch attempts to perform the engagement action a preset number of times.

[0146] S2010: During the preset number of engagement actions, whenever a stall signal appears in the brushless DC motor, the fourth rotation angle of the brushless DC motor is obtained.

[0147] S2011: If it is determined at least once according to the fourth rotation angle obtained each time that the automatic clutch is not in the engaged position, the brushless DC motor reverses for the third time, so that the automatic clutch returns to the zero position and no longer performs the engagement action.

[0148] After it is determined that the working state of the automatic clutch is abnormal based on the second rotation angle and it is determined that the automatic clutch is not in the engaged position, the brushless DC motor continues to rotate forward for the first time, which is also called the second rotation forward, so that the automatic clutch attempts to perform the engagement action a preset number of times. Assuming that the preset number of times is set to three, the brushless DC motor repeats the second rotation forward three times, so that the automatic clutch attempts to perform the engagement action three times.

[0149] Furthermore, during each attempted engagement operation, whenever a stall signal appears in the brushless DC motor, the fourth rotation angle of the brushless DC motor is obtained. The implementation method for obtaining the fourth rotation angle is similar to that for obtaining the first rotation angle, the second rotation angle, or the third rotation angle, and thus will not be elaborated here.

[0150] After obtaining the fourth rotation angle when a stall signal appears during each engagement operation, it is determined whether the automatic clutch is in the engaged position based on each obtained fourth rotation angle. The implementation method is similar to that for determining whether the automatic clutch is in the engaged position based on the second rotation angle, and thus will not be elaborated here. If it is determined at least once based on the fourth rotation angle that the automatic clutch is not in the engaged position, it indicates that there is an abnormality in the stroke of the automatic clutch from the zero position to the engaged position. The brushless DC motor reverses for the third time, causing the automatic clutch to return to the zero position and no longer perform the engagement operation.

[0151] From the descriptions of steps S209 to S2011, it can be seen that when it is determined that the abnormal operation of the automatic clutch occurs during the stroke of the automatic clutch from the zero position to the engaged position, the automatic clutch still attempts the engagement operation a preset number of times. If at least one of the preset number of attempts fails, the brushless DC motor reverses for the third time, causing the automatic clutch to return to the zero position and no longer perform the engagement operation. On the one hand, it ensures the accuracy of the determined abnormal working state of the automatic clutch, and on the other hand, it keeps the automatic clutch in the zero position, improving the safety of the powertrain.

[0152] It should be noted that the preset rotation process in the above embodiment includes the first forward rotation, the second reverse rotation, the second forward rotation, and the third reverse rotation of the brushless DC motor.

[0153] The control method provided by the embodiment of the present application is applied to an automatic clutch that performs engagement and separation operations between a TM motor and a wheel bearing. Before the brushless DC motor receives a power-on signal, that is, before the automatic clutch operates, the automatic clutch performs a self-check from the zero position to the engaged position and then back to the zero position to identify whether the working state of the automatic clutch is intact before operation, preventing the automatic clutch from identifying whether its working state is intact during operation. If it is determined that the working state of the automatic clutch is intact, the automatic clutch is in the zero position waiting for the engagement operation, that is, the automatic clutch is allowed to operate normally only when its working state is intact. If it is determined that the working state of the automatic clutch is abnormal, the automatic clutch remains in the zero position and no longer performs the engagement operation, that is, the automatic clutch is not allowed to operate normally when its working state is abnormal. Thus, it prevents the mechanical structure of the automatic clutch from having an abnormality during operation and bringing an unknown risk to the powertrain, ensuring the safety of the powertrain.

[0154] Figure 6 The structural schematic diagram of a control device provided by an embodiment of the present application is as follows Figure 6 As shown, the control device 400 includes:

[0155] An acquisition module 401, configured to acquire a first rotation angle of the brushless DC motor when the brushless DC motor responds to a power-on signal and a stall signal appears during the first reverse rotation;

[0156] A first processing module 402, configured to determine whether the automatic clutch is in a zero position according to the first rotation angle, where the zero position is the initial position of the automatic clutch;

[0157] A second processing module 403, configured to determine whether the working state of the automatic clutch is intact according to the stall signal that appears during the preset rotation process of the brushless DC motor if it is determined that the automatic clutch is in the zero position.

[0158] Figure 7 The structural schematic diagram of another control device provided by an embodiment of the present application. As Figure 7 shown, the second processing module 403 includes:

[0159] A first processing sub-module 4031, configured to acquire a second rotation angle of the brushless DC motor when it is determined that the automatic clutch is in the zero position, the brushless DC motor rotates forward for the first time, and a stall signal appears in the brushless DC motor;

[0160] A second processing sub-module 4032, configured to determine whether the automatic clutch is in an engaged position according to the second rotation angle;

[0161] A third processing sub-module 4033, configured to determine whether the working state of the automatic clutch is intact according to the stall signal that appears during the second reverse rotation of the brushless DC motor if it is determined that the automatic clutch is in the engaged position according to the second rotation angle;

[0162] Wherein, the preset rotation process includes the first forward rotation and the second reverse rotation of the brushless DC motor.

[0163] In a possible design, the third processing sub-module 4033 is specifically configured to:

[0164] When a stall signal appears during the second reverse rotation of the brushless DC motor, acquire a third rotation angle of the brushless DC motor;

[0165] Determine whether the automatic clutch is in the zero position according to the third rotation angle;

[0166] If so, determine that the working state of the automatic clutch is intact.

[0167] In a possible design, the third processing sub-module 4033 is further configured to:

[0168] If it is determined that the automatic clutch is not in the engaged position according to the second rotation angle, determine that the operating state of the automatic clutch is abnormal.

[0169] In a possible design, after determining that the operating state of the automatic clutch is abnormal, the third processing sub-module 4033 is further configured to:

[0170] The brushless DC motor rotates forward for the second time, causing the automatic clutch to attempt to engage a preset number of times;

[0171] During the process of performing the preset number of engagement actions, whenever a stall signal appears in the brushless DC motor, obtain the fourth rotation angle of the brushless DC motor;

[0172] If it is determined at least once according to each obtained fourth rotation angle that the automatic clutch is not in the engaged position, the brushless DC motor rotates in reverse for the third time, causing the automatic clutch to return to the zero position and no longer perform the engagement action;

[0173] Wherein, the preset rotation process further includes the second forward rotation and the third reverse rotation of the brushless DC motor.

[0174] In a possible design, after determining that the operating state of the automatic clutch is normal, the third processing sub-module 4033 is further configured to:

[0175] Control the automatic clutch to be in the zero position waiting for the engagement action.

[0176] In a possible design, the first processing module 402 is specifically configured to:

[0177] Compare the first rotation angle with the first preset angle;

[0178] If the first rotation angle is less than the first preset angle, determine that the automatic clutch is in the zero position.

[0179] In a possible design, the second processing sub-module 4032 is specifically configured to:

[0180] Compare the second rotation angle with the second preset angle, and the second preset angle is greater than the first preset angle;

[0181] If the second rotation angle is greater than the second preset angle, determine that the automatic clutch is in the engaged position.

[0182] In a possible design, the acquisition module 401 is specifically configured to:

[0183] Read the first Hall signal of the Hall sensor in the brushless DC motor, and obtain the first rotation angle according to the first Hall signal.

[0184] In a possible design, an automatic clutch is provided in an electric vehicle.

[0185] The control device provided in the embodiments of the present application can execute the corresponding steps of the control method in the above method embodiments. The implementation principles and technical effects are similar and will not be elaborated here.

[0186] Figure 8 It is a schematic structural diagram of an electronic device provided in the embodiments of the present application. As Figure 8 shown, the electronic device 500 may include: a processor 501, and a memory 502 communicatively connected to the processor 501.

[0187] The memory 502 is used to store programs. Specifically, the program may include program code, and the program code includes computer execution instructions.

[0188] The memory 502 may include a high-speed RAM memory, and may also include non-volatile memory (NoN-volatile memory), such as at least one disk memory.

[0189] The processor 501 is used to execute the computer execution instructions stored in the memory 502 to implement the control method.

[0190] Among them, the processor 501 may be a central processing unit (CPU for short), or an application specific integrated circuit (ASIC for short), or one or more integrated circuits configured to implement the embodiments of the present application.

[0191] Optionally, the memory 502 may be either independent or integrated with the processor 501. When the memory 502 is a device independent of the processor 501, the electronic device 500 may further include:

[0192] A bus 503 for connecting the processor 501 and the memory 502. The bus may be an industry standard architecture (ISA) bus, a peripheral component interconnect (PCI) bus, or an extended industry standard architecture (EISA) bus, etc. The bus may be divided into an address bus, a data bus, a control bus, etc., but it does not mean that there is only one bus or one type of bus.

[0193] Optionally, in a specific implementation, if the memory 502 and the processor 501 are integrated on a single chip, the memory 502 and the processor 501 can communicate through an internal interface.

[0194] The present application also provides a computer-readable storage medium, which may include: various media that can store program codes such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disc. Specifically, the computer-readable storage medium stores computer-executable instructions for the control method in the above embodiments.

[0195] The present application also provides a computer program product, including computer-executable instructions that, when executed by a processor, implement the control method in the above embodiments.

[0196] Those skilled in the art will readily conceive of other embodiments of the present application after considering the specification and practicing the invention disclosed herein. The present application is intended to cover any variations, uses, or adaptations of the present application, which follow the general principles of the present application and include known common knowledge or conventional technical means in the technical field not disclosed in the present application. The specification and embodiments are only illustrative, and the true scope and spirit of the present application are pointed out by the claims.

[0197] It should be understood that the present application is not limited to the exact structures described above and shown in the drawings, and various modifications and changes can be made without departing from its scope. The scope of the present application is only limited by the appended claims.

Claims

1. A control method, characterized in that, Applied to an automatic clutch that performs engagement and disengagement actions between a TM motor and a wheel bearing; the method includes: The brushless DC motor rotates in reverse for the first time in response to a power-on signal. When a stall signal appears in the brushless DC motor, the first rotation angle of the brushless DC motor is obtained. Determine whether the automatic clutch is in the zero position according to the first rotation angle, where the zero position is the initial position of the automatic clutch. If so, determine whether the working state of the automatic clutch is intact according to the stall signal that appears during a preset rotation process of the brushless DC motor. The determining whether the working state of the automatic clutch is intact according to the stall signal that appears during a preset rotation process of the brushless DC motor includes: After determining that the automatic clutch is in the zero position, the brushless DC motor rotates forward for the first time, and when a stall signal appears in the brushless DC motor, the second rotation angle of the brushless DC motor is obtained. Determine whether the automatic clutch is in the engaged position according to the second rotation angle. If so, the brushless DC motor rotates in reverse for the second time, and determine whether the working state of the automatic clutch is intact according to the stall signal that appears during the second reverse rotation of the brushless DC motor. Wherein, the preset rotation process includes the first forward rotation and the second reverse rotation of the brushless DC motor.

2. The control method according to claim 1, wherein The determining whether the working state of the automatic clutch is intact according to the stall signal that appears during the second reverse rotation of the brushless DC motor includes: When a stall signal appears during the second reverse rotation of the brushless DC motor, the third rotation angle of the brushless DC motor is obtained. Determine whether the automatic clutch is in the zero position according to the third rotation angle. If so, determine that the working state of the automatic clutch is intact.

3. The control method according to claim 1, wherein If it is determined that the automatic clutch is not in the engaged position according to the second rotation angle, it is determined that the working state of the automatic clutch is abnormal.

4. The control method according to claim 3, characterized in that After determining that the working state of the automatic clutch is abnormal, the method further includes: The brushless DC motor rotates forward for the second time, so that the automatic clutch attempts the engagement action a preset number of times. During the process of performing the engagement action a preset number of times, whenever a stall signal appears in the brushless DC motor, the fourth rotation angle of the brushless DC motor is obtained. If it is determined at least once according to each obtained fourth rotation angle that the automatic clutch is not in the engaged position, the brushless DC motor rotates in reverse for the third time, so that the automatic clutch returns to the zero position and no longer performs the engagement action. Wherein, the preset rotation process further includes the second forward rotation and the third reverse rotation of the brushless DC motor.

5. The control method according to claim 2, wherein After determining that the working state of the automatic clutch is intact, the method further includes: The automatic clutch is in the zero position waiting to perform the engagement action.

6. The control method according to any one of claims 1-4, characterized in that, The determining whether the automatic clutch is in the zero position according to the first rotation angle includes: Compare the first rotation angle with a first preset angle. If the first rotation angle is less than the first preset angle, it is determined that the automatic clutch is in the zero position.

7. The control method according to claim 6, wherein The determining whether the automatic clutch is in the engaged position according to the second rotation angle includes: Comparing the second rotation angle with a second preset angle, the second preset angle being greater than the first preset angle; If the second rotation angle is greater than the second preset angle, it is determined that the automatic clutch is in the engaged position.

8. The control method according to claim 7, wherein The obtaining of the first rotation angle of the brushless DC motor includes: Reading a first Hall signal of a Hall sensor in the brushless DC motor and obtaining the first rotation angle according to the first Hall signal.

9. The control method according to claim 1, characterized in that The automatic clutch is arranged in an electric vehicle.

10. A control device, characterized in that, Applied to an automatic clutch, the automatic clutch performs an engaging action and a disengaging action between a TM motor and a wheel bearing; the device includes: An obtaining module, configured to obtain a first rotation angle of the brushless DC motor when the brushless DC motor responds to a power-on signal and a stall signal appears in the first reverse rotation; A first processing module, configured to determine whether the automatic clutch is in the zero position according to the first rotation angle, the zero position being the initial position of the automatic clutch; A second processing module, configured to, if it is determined that the automatic clutch is in the zero position, determine whether the working state of the automatic clutch is intact according to a stall signal that appears during a preset rotation process of the brushless DC motor; The second processing module includes: A first processing sub-module (4031), configured to, after it is determined that the automatic clutch is in the zero position, cause the brushless DC motor to rotate forward for the first time and obtain a second rotation angle of the brushless DC motor when a stall signal appears in the brushless DC motor; A second processing sub-module (4032), configured to determine whether the automatic clutch is in the engaged position according to the second rotation angle; A third processing sub-module (4033), configured to, if it is determined according to the second rotation angle that the automatic clutch is in the engaged position, cause the brushless DC motor to rotate in reverse for the second time and determine whether the working state of the automatic clutch is intact according to a stall signal that appears during the second reverse rotation of the brushless DC motor; Wherein, the preset rotation process includes the first forward rotation and the second reverse rotation of the brushless DC motor.

11. An electronic device, characterized in that, Includes: A processor and a memory communicatively connected to the processor; The memory stores computer-executable instructions; The processor executes the computer-executable instructions stored in the memory to implement the control method according to any one of claims 1 to 8.

12. A computer-readable storage medium, characterized in that, Computer-executable instructions are stored in the computer-readable storage medium, and when the computer-executable instructions are executed by a processor, they are used to implement the control method according to any one of claims 1 to 8.

Images