Vehicle control system, vehicle control method and vehicle fault diagnosis method

Abstract

This application discloses a vehicle control system, a vehicle control method, and a fault diagnosis method. The vehicle control system includes a powertrain control unit, a clutch control unit, and a clutch actuator unit. The clutch control unit is signal-connected to the powertrain control unit, and the clutch actuator unit is signal-connected to and controlled by the clutch control unit. The clutch actuator unit includes a first pneumatic source, a second pneumatic source, and a clutch drive mechanism. The clutch drive mechanism is drive-connected to the clutch, and the first and second pneumatic sources are respectively connected to the pneumatic circuits of the clutch drive mechanism. When the pressure of the first pneumatic source is greater than a set pressure, the first pneumatic source provides driving force to the clutch drive mechanism; when the pressure of the first pneumatic source is less than the set pressure, the second pneumatic source provides driving force to the clutch drive mechanism. The vehicle control system disclosed in this application can realize safe and reliable automatic switching of the clutch in hybrid vehicles.

Description

Technical Field

[0001] This application belongs to the field of vehicle technology, and in particular relates to a vehicle control system, a vehicle control method, and a vehicle fault diagnosis method. Background Technology

[0002] This section provides only background information relevant to this application and is not necessarily prior art.

[0003] Currently, clutch control and position detection in hybrid powertrains are handled by the powertrain controller. Signals from all components must be connected to the powertrain controller, resulting in numerous wiring harnesses and making wiring layout difficult. Furthermore, inadequate signal protection can lead to electromagnetic interference that can significantly impact signal transmission, such as affecting clutch control. Moreover, hybrid vehicles operate in various modes, including pure electric, series, engine-driven, parallel, and energy recovery modes, requiring switching between these modes depending on operating conditions. Traditional clutch control systems cannot meet the requirements of hybrid vehicles; therefore, a vehicle control system and method are needed that offers advantages such as safe operation and reliable clutch switching. Summary of the Invention

[0004] This application proposes a vehicle control system, a vehicle control method, and a fault diagnosis method, aiming to solve the problem of safe and reliable automatic clutch switching in hybrid vehicles. This objective is achieved through the following technical solutions:

[0005] In a first aspect, this application proposes a vehicle control system for clutch switching control in a hybrid vehicle. The vehicle control system includes a powertrain control unit, a clutch control unit, a clutch actuator, and a clutch. The clutch control unit is used for clutch switching control and is signal-connected to the powertrain control unit. The clutch actuator is used to control clutch engagement and disengagement and is signal-connected to and controlled by the clutch control unit. The clutch actuator includes a first pneumatic source, a second pneumatic source, and a clutch drive mechanism. The clutch drive mechanism is drive-connected to the clutch. The first pneumatic source is air-connected to the clutch drive mechanism, and the second pneumatic source is air-connected to the clutch drive mechanism. The first pneumatic source is configured to provide driving force to the clutch drive mechanism when the pressure of the first pneumatic source is greater than a set pressure, and the second pneumatic source is configured to provide driving force to the clutch drive mechanism when the pressure of the first pneumatic source is less than the set pressure.

[0006] This application enables the clutch control unit to be independently set up in the vehicle control system and to be signal-connected to the powertrain control unit. This allows the clutch control unit to handle more signal lines, effectively reducing the impact of electromagnetic interference from hybrid vehicles on the clutch system control. Furthermore, it simplifies mechanical installation and wiring harness layout, improving installation reliability. In addition, this application allows the clutch control unit to interact with the powertrain control unit, enabling both automatic and manual clutch control.

[0007] This application incorporates two pneumatic sources into the clutch actuator, enabling these sources to provide driving force for clutch control. When the first pneumatic source cannot meet the driving requirements, the second pneumatic source can provide driving force for the clutch drive mechanism. Furthermore, since the hybrid vehicle includes an engine, the engine's power can be used to drive a compressor to compress gas, storing the compressed gas in a gas tank for clutch switching. This effectively reduces the energy consumption of the hybrid vehicle in pure electric mode, thereby improving its range in pure electric mode. Moreover, when the first pneumatic source cannot meet the clutch engagement requirements, the second pneumatic source can provide driving force for clutch control, making the clutch control of the hybrid vehicle more reliable. The second pneumatic source can also be selectively configured as a gas pump. When the first pneumatic source cannot meet the clutch engagement requirements, the gas pump generates pressurized gas to drive the clutch, avoiding the energy consumption and cost issues associated with generating pressurized gas during engine startup.

[0008] As some preferred embodiments of this application, the clutch drive mechanism is further selectively further included with an assist cylinder, which is connected to the air circuit of a first pneumatic source and to the air circuit of a second pneumatic source; the vehicle control system further includes a first pressure sensor and a second pressure sensor, the first pressure sensor being signal-connected to the clutch control unit; the first pressure sensor is used to collect the air pressure value of the first pneumatic source and transmit the collected air pressure value to the clutch control unit; the second pressure sensor is signal-connected to the clutch control unit; the second pressure sensor is used to collect the air pressure value in the assist cylinder and transmit the collected air pressure value to the clutch control unit; the clutch control unit stores a first pressure threshold, receives the pressure value from the first pressure sensor and compares it with the first pressure threshold to determine whether the first pneumatic source meets the clutch engagement / disengagement requirements; the clutch control unit also stores a second pressure threshold, receives the pressure value from the second pressure sensor and compares it with the second pressure threshold to determine the clutch engagement / disengagement state.

[0009] This application includes a first pressure sensor in the vehicle control system, which further transmits the pressure information collected by the first pressure sensor to the clutch control unit. The system compares the information to determine whether the first pneumatic source meets the clutch engagement drive requirements. If the requirements are not met, the clutch control unit can control the second pneumatic source included in the clutch actuator to provide driving force for the clutch engagement control, thus avoiding the problem of unreliable clutch engagement switching due to the first pneumatic source failing to meet the drive requirements.

[0010] Furthermore, this application includes a second pressure sensor in the vehicle control system. Under the action of this second pressure sensor, the clutch engagement / disengagement state can be determined, and it can be confirmed whether the clutch has reliably disengaged or engaged. Moreover, the combined action of the second pressure sensor and other sensors included in the clutch control system can also achieve fault diagnosis.

[0011] As some preferred embodiments of this application, the vehicle control system is further selectively further comprising a first speed sensor and a second speed sensor. The first speed sensor is signal-connected to the powertrain control unit and is used to detect the speed of the driving component of the clutch and transmit the collected speed information of the driving component to the powertrain control unit. The second speed sensor is signal-connected to the powertrain control unit and is used to detect the speed of the driven component of the clutch and transmit the collected speed information of the driven component to the powertrain control unit. The powertrain control unit stores a speed difference threshold. The powertrain control unit receives the collected speed information of the driving component and the speed information of the driven component, performs difference calculation and compares it with the speed difference threshold to determine the clutch engagement state.

[0012] This application includes a first speed sensor and a second speed sensor in the vehicle control system. Under the combined action of the first speed sensor and the second speed sensor, the clutch engagement state can be detected. That is, when there is a certain speed difference between the speed of the driving component and the speed of the driven component, the clutch is in the disengaged state, and when there is no speed difference between the speed of the driving component and the speed of the driven component, the clutch is in the engaged state. Thus, the state of the clutch is monitored in two ways, making the feedback clutch state information more reliable.

[0013] Furthermore, this application can determine whether the clutch has reliably disengaged or engaged using a second pressure sensor. Simultaneously, the clutch disengagement state is determined by a first speed sensor and a second speed sensor and transmitted to the clutch control unit via the powertrain control unit, thereby forming a control closed loop and greatly improving the reliability of the clutch control system.

[0014] As some preferred embodiments of this application, the clutch is further selectively made to include a diaphragm spring, the clutch drive mechanism includes a pusher, one end of the pusher is directly opposite the center position of the diaphragm spring, the pusher is connected to a power assist cylinder, and the middle part of the diaphragm spring can be driven by the pusher to adjust the clutch engagement state; the vehicle control system also includes a position sensor, the position sensor is signal-connected to the clutch control unit, and the position sensor is used to detect the position information of the pusher;

[0015] The clutch control unit stores position comparison information of the pusher. The position sensor can transmit the position information of the pusher collected by the position sensor to the clutch control unit and compare it with the position comparison information of the pusher to determine the clutch engagement state.

[0016] This application includes a position sensor in the vehicle control system, specifically monitoring the position of the actuator to determine the clutch engagement state. This application utilizes both the position sensor and a second pressure sensor to detect the clutch state; even if one sensor fails, the other can still provide clutch status information, thereby making the vehicle control system more reliable.

[0017] As some preferred embodiments of this application, the clutch drive mechanism is further selectively further included with an electronically controlled valve, which is signal-connected to the clutch control unit and controlled by the clutch control unit; a first pneumatic source is connected to the power assist cylinder air circuit via the electronically controlled valve, and a second pneumatic source is connected to the power assist cylinder air circuit via the electronically controlled valve.

[0018] This application controls the air passage between the first pneumatic source and the power-assisted cylinder, and the air passage between the second pneumatic source and the power-assisted cylinder, through an electronically controlled valve, to achieve automated operation of the clutch drive mechanism for clutch engagement and disengagement. Specifically, the electronically controlled valve can be further selectively configured to include a first interface, a second interface, and a vent, and the electronically controlled valve has a first working state and a second working state. When the electronically controlled valve is in the first working state, the first interface and the second interface are connected, and the gas passage connected to the vent is cut off. When the electronically controlled valve is in the second working state, the vent is connected to the power-assisted cylinder, and the first interface and the second interface are cut off. In practical operation, when the clutch needs to be switched to the disengaged state, the electronic control valve can be controlled to connect the first and second interfaces and prevent air leakage from the vent port, so that the first or second pneumatic source can provide pressurized gas to the booster cylinder. When the clutch needs to be switched to the engaged state, the electronic control valve can be controlled to disconnect the first and second interfaces and connect the vent port to the booster cylinder to release the gas in the booster cylinder, thereby switching the clutch to the engaged state. Preferably, the electronic control valve can be selectively configured as a two-position three-way solenoid valve.

[0019] As some preferred embodiments of this application, the clutch actuator may further selectively include a first control switch and a second control switch, wherein a first pneumatic source is connected to the pneumatic circuit of the electronically controlled valve via the first control switch, and a second pneumatic source is connected to the pneumatic circuit of the electronically controlled valve via the second control switch, and the first and second control switches are controlled by the clutch control unit; or, the clutch actuator may selectively include a three-way check valve, wherein a first pneumatic source is connected to the pneumatic circuit of the electronically controlled valve via the three-way check valve, and a second pneumatic source is connected to the pneumatic circuit of the electronically controlled valve via the three-way check valve.

[0020] This application includes a clutch actuator unit comprising a first control switch and a second control switch. By controlling the first and second control switches, the opening and closing of the air passage between the first pneumatic source and the power assist cylinder, as well as the air passage between the second pneumatic source and the power assist cylinder, are controlled. In a specific implementation, both the first and second control switches are further configured as electronically controlled switches and controlled by the clutch control unit to achieve automated control of clutch switching.

[0021] This application includes a three-way check valve in the clutch actuator unit. When the first pneumatic source provides driving force, the first pneumatic source provides pressurized gas to the booster cylinder via the three-way check valve and the electronic control valve. When the second pneumatic source provides driving force, the second pneumatic source can provide pressurized gas to the air tank and booster cylinder included in the first pneumatic source via the three-way check valve.

[0022] As some preferred embodiments of this application, the first pneumatic source may further selectively include a gas compression unit and a gas storage tank. The gas storage tank is provided with an air inlet and an air outlet. The gas compression unit is connected to the air inlet of the gas storage tank, and the air outlet of the gas storage tank is connected to the air circuit of the electronically controlled valve.

[0023] This application enables the first pneumatic source to include a gas compression unit and a gas storage tank, thereby allowing the engine of a hybrid vehicle to drive the gas compression unit to compress gas, and further storing the compressed gas generated by the gas compression unit through the gas storage tank. Even when the vehicle is in pure electric operating mode, it can provide driving force for the disengagement of the clutch in pure electric mode for a period of time.

[0024] As some preferred embodiments of this application, the second pneumatic source is further selectively configured as a controlled electric air pump, which is controlled by the clutch control unit and connected to the air circuit of the electronically controlled valve. By configuring the second pneumatic source as a controlled electric air pump, this application enables the controlled electric air pump to utilize electrical energy to generate gas with a certain pressure, satisfying the pressure required for clutch disengagement; thus, regardless of the operating mode, the hybrid vehicle can provide sufficient driving force for clutch disengagement. Furthermore, this application can also store the pressurized gas generated by the controlled electric air pump in an air tank included in the first pneumatic source.

[0025] As some preferred embodiments of this application, the vehicle control system may further selectively include a vehicle start signal detection module, which is signal-connected to the clutch control unit and is used to provide vehicle start information to at least one of the clutch control unit and the powertrain control unit.

[0026] This application includes a vehicle start signal detection module in the vehicle control system. Under the action of this module, the starting status of the vehicle can be detected, providing information for the control of the clutch control unit.

[0027] As some preferred embodiments of this application, the vehicle control system may be further selectively included with a filter, and the outlet of the air tank is connected to the air circuit of the electronic control valve via the filter; by setting the filter, the gas flowing to the power assist cylinder can be filtered, so as to avoid impurities in the gas affecting the normal operation of the power assist cylinder after a period of use, thereby making the use of the vehicle safer and more reliable; in specific implementation, the vehicle control system may also be further selectively included with a one-way valve, and the gas compression unit is connected to the air inlet of the air tank via the one-way valve to prevent the gas in the air tank from being discharged from the air inlet.

[0028] Secondly, this application also proposes a vehicle control method for controlling the vehicle control system described in any of the foregoing embodiments. When the clutch needs to be in a disengaged state and a disengaged state is detected, the clutch control unit controls the clutch to remain in a disengaged state. When a clutch is detected to be in an engaged state, the clutch is switched to a disengaged state. The method for switching the clutch is as follows:

[0029] Receive the air pressure value of the first pneumatic source; compare the air pressure value of the first pneumatic source with a first pressure threshold; if the air pressure of the first pneumatic source is greater than the first pressure threshold, control the first pneumatic source to provide pneumatic force for the clutch to disengage and put the clutch in a disengaged state; if the air pressure of the first pneumatic source is less than the first pressure threshold, control the second pneumatic source to provide pneumatic force for the clutch to disengage and put the clutch in a disengaged state.

[0030] When the clutch needs to be engaged and is detected as being engaged, the clutch is kept engaged; when the clutch is detected as disengaged, the pressure in the booster cylinder is released. This control method allows for clutch switching control based on the vehicle's operating conditions, making clutch switching more reliable and safer.

[0031] Thirdly, this application also proposes a vehicle fault diagnosis method for diagnosing faults in the vehicle control system described in any of the foregoing embodiments, comprising the following steps:

[0032] S11: Determine the clutch engagement / disengagement state based on the air pressure value collected by the second pressure sensor;

[0033] S12: Determine the clutch engagement / disengagement state based on the position information collected by the position sensor;

[0034] If the clutch engagement state determined by S11 is the same as the clutch engagement state determined by S12, then the detection results of the two sensors are taken as the current state of the clutch; if the clutch engagement state determined by S11 is different from the clutch engagement state determined by S12, then one of the information detected by the two sensors is incorrect, and the following fault diagnosis steps are performed:

[0035] S13: Collect the rotational speed information of the clutch's driving component and the rotational speed information of the clutch's driven component;

[0036] S14: Calculate the speed difference based on the collected speed information of the driving component and the driven component;

[0037] S15: Determine the clutch engagement / disengagement state based on the speed difference calculated in S14;

[0038] S16: Compare the clutch engagement state determined by S15 with the clutch engagement state determined by S11. If the engagement states are the same, the second pressure sensor is fault-free, but the position sensor is faulty; or, compare the clutch engagement state determined by S15 with the clutch engagement state determined by S12. If the engagement states are the same, the position sensor is fault-free, but the second pressure sensor is faulty.

[0039] This application can also perform fault diagnosis on the clutch control system of a vehicle using the above-mentioned fault diagnosis method, so that drivers can detect faults in a timely manner and avoid safety accidents.

[0040] The above description is merely an overview of the technical solutions of the embodiments of this application. In order to better understand the technical means of the embodiments of this application and to implement them in accordance with the contents of the specification, and to make the above and other objects, features and advantages of the embodiments of this application more obvious and understandable, specific embodiments of this application are described below. Attached Figure Description

[0041] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments of this application will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on the drawings without creative effort.

[0042] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the invention. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0043] Figure 1 A schematic diagram of a clutch control system provided for some embodiments of this application;

[0044] Figure 2 Another schematic diagram of the clutch control system provided in some embodiments of this application;

[0045] Figure 3 This application provides flowcharts illustrating how the clutch is switched to a disengaged state in some embodiments.

[0046] Figure 4 This is a flowchart illustrating vehicle fault diagnosis for some embodiments of this application.

[0047] In the picture:

[0048] 1. Powertrain control unit;

[0049] 2. Clutch control unit;

[0050] 3. Clutch;

[0051] 41. First pneumatic source; 411. Air tank; 412. Gas compression unit; 413. One-way valve; 42. Second pneumatic source; 431. Power cylinder; 432. Electrically controlled valve; 4321. First interface; 4322. Second interface; 4323. Vent port; 433. Three-way one-way valve; 434. Filter; 435. First control switch; 436. Second control switch;

[0052] 51. First pressure sensor; 52. Second pressure sensor; 53. Position sensor. Detailed Implementation

[0053] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, not all of them. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0054] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used in the description of this application is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms "comprising" and "having," and any variations thereof, in the description, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. The terms "first," "second," etc., in the description, claims, or accompanying drawings of this application are used to distinguish different objects, not to describe a specific order or hierarchy.

[0055] In this application, the term "implementation" means that a specific feature, structure, or characteristic described in connection with an implementation may be included in at least one implementation of this application. The appearance of this phrase in various places in the specification does not necessarily refer to the same implementation, nor is it a separate or alternative implementation mutually exclusive with other implementations.

[0056] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "attachment" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0057] In this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0058] In the embodiments of this application, the same reference numerals denote the same components, and for the sake of brevity, detailed descriptions of the same components are omitted in different embodiments. It should be understood that the thickness, length, width, and other dimensions of various components in the embodiments of this application shown in the drawings, as well as the overall thickness, length, width, and other dimensions of the integrated device, are merely illustrative and should not constitute any limitation on this application.

[0059] In this application, "multiple" means two or more (including two).

[0060] This application proposes a vehicle control system, such as Figure 1 As shown, the clutch switching control for a hybrid vehicle includes a vehicle control system comprising a powertrain control unit 1, a clutch control unit 2, a clutch 3, and a clutch actuator unit. The clutch control unit 2 is used for clutch switching control and is signal-connected to the powertrain control unit 1. The clutch actuator unit is used to control clutch engagement and disengagement and is signal-connected to and controlled by the clutch control unit 2. The clutch actuator unit includes a first pneumatic source 41, a second pneumatic source 42, and a clutch drive mechanism. The clutch drive mechanism is drive-connected to the clutch 3. The first pneumatic source 41 is connected to the clutch drive mechanism via an air circuit, and the second pneumatic source 42 is also connected to the clutch drive mechanism via an air circuit. The first pneumatic source 41 is configured to provide driving force to the clutch drive mechanism when its pressure is greater than a set pressure, and the second pneumatic source 42 is configured to provide driving force to the clutch drive mechanism when its pressure is less than a set pressure.

[0061] It should be noted that, in this application, the so-called "signal connection between the clutch control unit and the powertrain control unit" refers to the connection method in which the clutch control unit and the powertrain control unit can transmit signals, that is, the clutch control unit can transmit signals to the powertrain control unit, and the powertrain control unit can also transmit signals to the clutch control unit. In specific implementation, the clutch control unit can be selectively connected to the powertrain control unit via a signal line; or, the clutch control unit can be connected to the powertrain control unit via a CAN communication interface.

[0062] It should be noted that the composition and structure of the clutch actuator are not specifically limited in this application. It can be any structure and composition that can achieve clutch switching using the first pneumatic source 41 and the second pneumatic source 42.

[0063] It should also be noted that the "setting pressure" in this application is not subject to specific limitations, but the specific value should be greater than the minimum pressure required for normal clutch switching; the specific setting can be selectively made according to the composition of the clutch actuator and the execution needs.

[0064] The power system of the hybrid vehicle in this application may selectively include an engine, a generator motor (e.g., an ISG motor), a clutch, and a drive motor. In specific implementations, the engine may be selectively connected to the generator motor via a torsional damper, and the generator motor may be selectively connected to the drive motor via a clutch. As an alternative implementation, the torsional damper may also be selectively replaced by another clutch.

[0065] This application enables the clutch control unit 2 to be independently set up in the vehicle control system and to be signal-connected to the powertrain control unit 1. This allows the clutch control unit 2 to handle more signal lines, effectively reducing the impact of electromagnetic interference from hybrid vehicles on the clutch system control. Simultaneously, it simplifies mechanical installation and wiring harness layout, improving installation reliability. Furthermore, this application allows for information exchange between the clutch control unit 2 and the powertrain control unit 1, enabling both automatic and external control of the clutch 3.

[0066] This application incorporates two pneumatic sources into the clutch actuator, enabling these two sources to provide driving force for the control of the clutch 3. When the first pneumatic source 41 cannot meet the driving requirements, the second pneumatic source 42 can provide power to the clutch drive mechanism. Furthermore, since the hybrid vehicle includes an engine, the first pneumatic source 41 can include a compressor and an air tank 411. The engine's power drives the compressor to compress gas, and the compressed gas is stored in the air tank 411 for the switching needs of the clutch 3. This effectively reduces the energy consumption of the hybrid vehicle in pure electric mode, thereby improving its range in pure electric mode. Moreover, when the first pneumatic source 41 cannot meet the driving requirements of the clutch 3, the second pneumatic source 42 can provide driving force for the clutch control of the clutch 3, making the clutch control of the hybrid vehicle more reliable. In practical implementation, the second pneumatic source can be selectively set as a gas pump. When the first pneumatic source cannot meet the clutch engagement requirements, the gas pump is used to generate pressurized gas to drive the clutch, thus avoiding the energy consumption and cost problems caused by the need to start the engine to generate pressurized gas.

[0067] As some preferred embodiments of this application, the clutch drive mechanism is further selectively further included with an assist cylinder 431, which is connected to the first pneumatic source 41 via an air circuit and to the second pneumatic source 42 via an air circuit. The vehicle control system further includes a first pressure sensor 51 and a second pressure sensor 52. The first pressure sensor 51 is signal-connected to the clutch control unit 2. The first pressure sensor 51 is used to collect the air pressure value of the first pneumatic source 41 and transmit the collected air pressure value to the clutch control unit 2. The second pressure sensor 52 is signal-connected to the clutch control unit 2. The second pressure sensor 52 is used to collect the air pressure value in the assist cylinder 431 and transmit the collected air pressure value to the clutch control unit 2. The clutch control unit 2 stores a first pressure threshold. The clutch control unit 2 collects the pressure value of the first pressure sensor 51 and compares it with the first pressure threshold to determine whether the first pneumatic source 41 meets the clutch drive requirements of the clutch 3. The clutch control unit 2 also stores a second pressure threshold. The clutch control unit 2 collects the pressure value of the second pressure sensor 52 and compares it with the second pressure threshold to determine the clutch state of the clutch 3.

[0068] It should be noted that, in this application, the so-called "gas connection" refers to the use of gas pipelines to connect components so that gas can flow between the interconnected components.

[0069] It should be noted that the value of the "first pressure threshold" is not specifically limited in this application, but the set first pressure threshold should be greater than or equal to the minimum pressure value required for normal clutch switching. In specific implementation, when the pressure value collected by the first pressure sensor 51 is greater than or equal to the set first pressure threshold, it indicates that the first pneumatic source 41 meets the pressure requirements for clutch engagement / disengagement; when the pressure value collected by the first pressure sensor 51 is less than the set first pressure threshold, it indicates that the first pneumatic source 41 does not meet the pressure requirements for clutch engagement / disengagement.

[0070] Similarly, it should be noted that the value of the "second pressure threshold" is not specifically limited in this application, but the set second pressure threshold should be less than the minimum pressure value required for normal clutch switching. In specific implementation, when the pressure detected by the second pressure sensor 52 is greater than the set second pressure threshold, it indicates that the clutch is in a disengaged state; when the pressure detected by the second pressure sensor 52 is less than the set second pressure threshold, it indicates that the clutch is in a engaged state.

[0071] This application includes a first pressure sensor 51 in the vehicle control system, which further transmits the pressure information collected by the first pressure sensor 51 to the clutch control unit 2. The system compares the information to determine whether the first pneumatic source 41 meets the clutch engagement drive requirements. If the requirements are not met, the clutch control unit 2 can control the second pneumatic source 42 included in the clutch actuator to provide driving force for the clutch engagement control, thus avoiding the problem of unreliable clutch engagement switching due to the first pneumatic source 41 failing to meet the drive requirements.

[0072] Furthermore, this application includes a second pressure sensor 52 in the vehicle control system. Under the action of the second pressure sensor 52, the clutch engagement / disengagement state can be determined, and it can be confirmed whether the clutch has reliably disengaged or engaged. Moreover, the combined action of the second pressure sensor 52 and other sensors included in the clutch control system can also achieve fault diagnosis.

[0073] As some preferred embodiments of this application, the vehicle control system is further selectively made to include a first speed sensor and a second speed sensor. The first speed sensor is signal-connected to the powertrain control unit 1 and is used to detect the speed of the clutch's driving component (e.g., the clutch's driving disc or a transmission component connected to the driving disc) and transmit the collected speed information of the driving component to the powertrain control unit 1. The second speed sensor is signal-connected to the powertrain control unit 1 and is used to detect the speed of the clutch's driven component (e.g., the clutch's driven disc or a transmission component connected to the driven disc) and transmit the collected speed information of the driven component to the powertrain control unit 1. In a specific implementation, the powertrain control unit 1 is further made to store a speed difference threshold. The powertrain control unit 1 receives the collected speed information of the driving component and the speed information of the driven component, performs difference calculation, and compares it with the speed difference threshold to determine the clutch's engagement state.

[0074] It should be noted that the value of "speed difference threshold" is not specifically limited in this application, and it can be any value that can reflect the clutch engagement / disengagement state.

[0075] This application includes a first speed sensor and a second speed sensor in the vehicle control system. Under the combined action of the first speed sensor and the second speed sensor, the clutch engagement state can be detected. That is, when there is a certain speed difference between the speed of the driving component and the speed of the driven component, the clutch is in the disengaged state, and when there is no speed difference between the speed of the driving component and the speed of the driven component, the clutch is in the engaged state. Thus, the state of the clutch is monitored in two ways, making the feedback clutch state information more reliable.

[0076] Furthermore, this application can determine whether the clutch has reliably disengaged or engaged using the second pressure sensor 52. At the same time, the clutch disengagement state is determined by the first speed sensor and the second speed sensor and transmitted to the clutch control unit 2 via the powertrain control unit, thereby forming a control closed loop and greatly improving the reliability of the clutch control system.

[0077] As some preferred embodiments of this application, the clutch is further selectively made to include a diaphragm spring, the clutch drive mechanism includes a pusher, one end of the pusher is directly opposite the center position of the diaphragm spring, the pusher is connected to the power assist cylinder 431, and the middle part of the diaphragm spring can be driven by the pusher to adjust the clutch engagement state; the vehicle control system also includes a position sensor 53, the position sensor 53 is signal-connected to the clutch control unit 2, and the position sensor 53 is used to detect the position information of the pusher.

[0078] In specific implementation, the clutch control unit 2 further stores position comparison information of the pusher component. The position sensor 53 can transmit the position information of the pusher component collected by the position sensor to the clutch control unit 2 and compare it with the position comparison information of the pusher component to determine the clutch engagement / disengagement state. Specifically, the clutch control unit 2 includes a position detection module, which is used to detect the complementary position signal fed back by the position sensor 53. The complementary position signal consists of two hard-wired signals, and the complementary signal is fed back when the clutch 3 is in different states. For example, when the clutch is disengaged, the feedback signal is set to "01", and when the clutch is engaged, the feedback signal is "10"; or selectively, when the clutch is disengaged, the feedback signal is set to "10", and when the clutch is engaged, the feedback signal is "01".

[0079] This application includes a position sensor 53 in the vehicle control system. Specifically, the position sensor 53 monitors the position of the pusher to determine the clutch engagement state. This application uses both the position sensor 53 and the second pressure sensor 52 to detect the clutch state. Even if one sensor fails, the other sensor can still provide clutch state information, thereby making the vehicle control system more reliable.

[0080] As some preferred embodiments of this application, such as Figure 1As shown, the clutch drive mechanism may be further selectively further include an electronically controlled valve 432, which is signal-connected to the clutch control unit 2 and controlled by the clutch control unit 2. A first pneumatic source 41 is connected to the air passage of the assist cylinder 431 via the electronically controlled valve 432, and a second pneumatic source 42 is also connected to the air passage of the assist cylinder 431 via the electronically controlled valve 432. This application controls the air passages between the first pneumatic source 41 and the assist cylinder 431, and between the second pneumatic source 42 and the assist cylinder 431, through the electronically controlled valve 432, thereby enabling the clutch drive mechanism to control the engagement and disengagement of the clutch.

[0081] In specific implementation, the electronically controlled valve 432 can be further selectively made to include a first interface 4321, a second interface 4322, and a vent 4323, and the electronically controlled valve 432 has a first working state and a second working state; when the electronically controlled valve 432 is in the first working state, the first interface 4321 and the second interface 4322 are in the connected state, and the gas passage connected to the vent 4323 is in the cut-off state; when the electronically controlled valve 432 is in the second working state, the vent 4323 is connected to the power cylinder 431, and the first interface 4321 and the second interface 4322 are in the cut-off state. In practical operation, when the clutch needs to be switched to the disengaged state, the electronic control valve 432 can be controlled to connect the first interface 4321 and the second interface 4322, and prevent the vent port 4323 from leaking air, so that the first pneumatic source 41 or the second pneumatic source 42 can provide pressurized gas to the assist cylinder 431. When the clutch needs to be switched to the engaged state, the electronic control valve 432 can be controlled to disconnect the first interface 4321 and the second interface 4322, and connect the vent port 4323 to the assist cylinder 431 to release the gas in the assist cylinder 431, thereby switching the clutch 3 to the engaged state. Preferably, the electronic control valve 432 can be selectively configured as a two-position three-way solenoid valve.

[0082] As some preferred embodiments of this application, such as Figure 2 As shown, the clutch actuator may be further selectively further include a first control switch 435 and a second control switch 436. The first pneumatic source 41 is connected to the air circuit of the electronically controlled valve 432 via the first control switch 435, and the second pneumatic source 42 is connected to the air circuit of the electronically controlled valve 432 via the second control switch 436. This application controls the opening and closing of the air circuit between the first pneumatic source 41 and the power assist cylinder 431, and the air circuit between the second pneumatic source 42 and the power assist cylinder 431, by including the first control switch 435 and the second control switch 436 in the clutch actuator. In a specific implementation, both the first control switch 435 and the second control switch 436 are further configured as electronically controlled switches and controlled by the clutch control unit 2.

[0083] As a variable implementation method, such as Figure 1 As shown, the clutch actuator can be further selectively configured to include a three-way check valve 433. A first pneumatic source 41 is connected to the solenoid valve 432 via the three-way check valve 433, and a second pneumatic source 42 is also connected to the solenoid valve 432 via the three-way check valve 433. In a specific implementation, the first pneumatic source 41 can be further selectively configured to include a gas compression unit 412 and a gas storage tank 411. The gas storage tank 411 has an inlet and an outlet. The gas compression unit 412 is connected to the inlet of the gas storage tank 411, and the outlet of the gas storage tank 411 is connected to the second connection port of the three-way check valve 433. The second pneumatic source 42 is connected to the first connection port of the three-way check valve 433, and the third connection port of the three-way check valve 433 is connected to the solenoid valve 432.

[0084] In this application, the so-called "three-way check valve" refers to a valve body that includes three connection ports, with one port allowing fluid to flow into it only. Specifically, for example, a connection port is provided on one side of the valve body of the three-way check valve core, and two interconnected connection ports are provided on the other side of the valve body of the valve core.

[0085] In the specific operation process, when the first pneumatic source 41 provides driving force to the power-assisted cylinder 431, the valve core of the one-way valve is in a blocked state, that is, the gas flows to the electronic control valve 432 through the second connection port and the third connection port; when the second pneumatic source 42 provides driving force to the power-assisted cylinder 431 for the clutch drive mechanism, the valve core of the one-way valve moves to the first connection port, the second connection port and the third connection port are in a connected state, so that the second pneumatic source 42 can not only provide pressurized gas to the power-assisted cylinder 431, but also store the pressurized gas it generates in the air tank 411.

[0086] This application includes a three-way check valve 433 in the clutch actuator unit. When the first pneumatic source 41 provides driving force, the first pneumatic source 41 provides pressurized gas to the booster cylinder 431 via the three-way check valve 433 and the electronic control valve 432. When the second pneumatic source 42 provides driving force, the second pneumatic source 42 can provide pressurized gas to the air tank 411 and the booster cylinder 431 included in the first pneumatic source 41 via the three-way check valve 433.

[0087] This application includes a gas compression unit 412 and a gas storage tank 411 in the first pneumatic source 41, thereby enabling the gas compression unit 412 to compress gas by the engine of the hybrid vehicle, and further storing the compressed gas generated by the gas compression unit 412 through the gas storage tank 411. Even when the vehicle is in pure electric operating mode, it can provide driving force for the disengagement of the clutch in pure electric mode for a period of time.

[0088] As some preferred embodiments of this application, the second pneumatic source 42 is further selectively configured as a controlled electric air pump, which is controlled by the clutch control unit 2 and connected to the air circuit of the electronically controlled valve 432. By configuring the second pneumatic source 42 as a controlled electric air pump, this application enables the controlled electric air pump to utilize electrical energy to generate gas with a certain pressure to meet the pressure required for clutch disengagement; thus, regardless of the operating mode, the hybrid vehicle can provide sufficient driving force for clutch disengagement. Furthermore, this application can also store the pressurized gas generated by the controlled electric air pump in the air storage tank 411 included in the first pneumatic source 41.

[0089] As some preferred embodiments of this application, the vehicle control system may further selectively include a vehicle start signal detection module, which is signal-connected to the clutch control unit 2 and is used to provide vehicle start information to at least one of the clutch control unit 2 and the powertrain control unit 1.

[0090] This application includes a vehicle start signal detection module in the vehicle control system. Under the action of this module, the starting status of the vehicle can be detected, providing information for the control of the clutch control unit 2.

[0091] As some preferred embodiments of this application, the vehicle control system may be selectively further included as a filter 434, with the outlet of the air tank 411 connected to the air circuit of the electronic control valve 432 via the filter 434. By setting the filter 434, the gas flowing to the power assist cylinder 431 can be filtered, avoiding the impact of impurities in the gas on the normal operation of the power assist cylinder 431 after a period of use, thereby making the use of the vehicle safer and more reliable. In specific implementations, the vehicle control system may also be selectively further included as a one-way valve 413, with the gas compression unit 412 connected to the air inlet of the air tank 411 via the one-way valve 413 to prevent the gas in the air tank 411 from being discharged from the air inlet.

[0092] Secondly, this application also proposes a vehicle control method for controlling the vehicle control system described in any of the foregoing embodiments. When the clutch 3 needs to be in a disengaged state and the clutch is detected to be in a disengaged state, the clutch control unit controls the clutch 3 to remain in a disengaged state; when the clutch is detected to be in an engaged state, the clutch is switched to a disengaged state. The clutch switching method is as follows:

[0093] The system receives and collects the air pressure value of the first pneumatic source 41, compares the air pressure value of the first pneumatic source with a first pressure threshold; if the air pressure of the first pneumatic source 41 is greater than the first pressure threshold, the system controls the first pneumatic source 41 to provide pneumatic force for the clutch to disengage and puts the clutch 3 in a disengaged state; if the air pressure of the first pneumatic source 41 is less than the first pressure threshold, the system controls the second pneumatic source 42 to provide pneumatic force for the clutch 3 to disengage and puts the clutch 3 in a disengaged state.

[0094] When clutch 3 needs to be engaged, and clutch 3 is detected to be engaged, clutch 3 is kept engaged; when clutch 3 is detected to be disengaged, the pressure in the booster cylinder 431 is released.

[0095] It should be noted that when a hybrid vehicle is in pure electric drive mode, series power generation drive mode, or energy recovery mode, the clutch needs to be disengaged; when a hybrid vehicle is in parallel drive mode or pure electric hill-climbing mode, the clutch needs to be engaged.

[0096] This application utilizes a control method that allows for clutch switching control based on the vehicle's operating conditions, making clutch switching more reliable and safer; moreover, it enables automated clutch control.

[0097] Thirdly, this application also proposes a vehicle fault diagnosis method for diagnosing faults in the vehicle control system described in any of the foregoing embodiments, comprising the following steps:

[0098] S11: Determine the clutch engagement / disengagement state based on the air pressure value collected by the second pressure sensor 52;

[0099] S12: Determine the clutch engagement / disengagement state based on the position information collected by position sensor 53;

[0100] If the clutch engagement state determined by S11 is the same as the clutch engagement state determined by S12, then the detection results of the two sensors are taken as the current state of the clutch; if the clutch engagement state determined by S11 is different from the clutch engagement state determined by S12, then one of the information detected by the two sensors is incorrect, and the following fault diagnosis steps are performed:

[0101] S13: Collect the rotational speed information of the clutch's driving component and the rotational speed information of the clutch's driven component;

[0102] S14: Calculate the speed difference based on the collected speed information of the driving component and the driven component;

[0103] S15: Determine the clutch engagement / disengagement state based on the speed difference calculated in S14;

[0104] S16: Compare the clutch engagement state determined in S15 with the clutch engagement state determined in S11. If the engagement states are the same, then the second pressure sensor 52 is fault-free, and the position sensor 53 is faulty; or, compare the clutch engagement state determined in S15 with the clutch engagement state determined in S12. If the engagement states are the same, then the position sensor 53 is fault-free, and the second pressure sensor 52 is faulty. This application, through the above fault diagnosis method, can also perform fault diagnosis on the vehicle's clutch control system, enabling drivers to detect faults in a timely manner and avoid safety accidents.

[0105] It should be noted that there is no inherent order between S11, S12, S13, S14, S15, and S16 in this application; they are merely symbols representing each step. For example, S11 represents the step of "determining the clutch engagement state based on the air pressure value collected by the second pressure sensor 52"; S12 represents the step of "determining the clutch engagement state based on the position information collected by the position sensor 53". Similarly, S13, S14, S15, and S16 are merely symbols representing their respective steps. This writing style is used solely for ease of description. Specifically, there may be no inherent order between S11 and S12. In specific implementations, step S11 may be executed first, followed by step S12; alternatively, step S12 may be executed first, followed by step S11.

[0106] In practice, the engagement state of clutch 3 is detected by the second pressure sensor 52 and the position sensor 53. Specifically, when clutch 3 is not activated, if the clutch disengagement state fed back by the second pressure sensor 52 and the position sensor 53 is the same, then the clutch state fed back by the two sensors is the current state. If the clutch disengagement state fed back by the second pressure sensor 52 and the position sensor 53 is different, it indicates that one of the sensors has a problem. At this time, the clutch state is further determined by detecting the speed difference between the driving and driven parts of the clutch, and the clutch control unit 2 sends a clutch fault message 1 to the powertrain control unit. When clutch 3 is engaged, if the clutch status reported by the second pressure sensor 52 and the position sensor 53 changes within a set time period, it indicates that clutch control unit 2 is functioning normally. If the clutch status reported by one of the sensors does not change, it indicates that the sensor is malfunctioning, and clutch control unit 2 sends a clutch fault message 2 to powertrain control unit. If the clutch status information reported by the second pressure sensor 52 and the position sensor 53 does not change within the set time period, it indicates that clutch control unit 2 is not functioning normally. The clutch status is further determined by the speed difference between the driving and driven parts of clutch 3, and clutch control unit 2 sends a clutch engagement fault message 3 to powertrain control unit. After receiving the fault information from clutch control unit 2, powertrain control unit operates to a safe range by deceleration and torque reduction to further troubleshoot the fault.

[0107] The above description is merely a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A vehicle control system for clutch switching control in a hybrid vehicle, characterized in that, The vehicle control system includes: Powertrain control unit; The clutch control unit is used for clutch switching control of the vehicle, and the clutch control unit is signal-connected to the powertrain control unit; clutch; A clutch actuator unit is used to control the engagement and disengagement of the clutch. The clutch actuator unit is signal-connected to and controlled by the clutch control unit. The clutch actuator includes a first pneumatic source, a second pneumatic source, and a clutch drive mechanism. The clutch drive mechanism is connected to the clutch in a transmission manner. The first pneumatic source is connected to the clutch drive mechanism in an air circuit, and the second pneumatic source is connected to the clutch drive mechanism in an air circuit. The first pneumatic source is configured to provide driving force to the clutch drive mechanism when the pressure of the first pneumatic source is greater than the set pressure, and the second pneumatic source is configured to provide driving force to the clutch drive mechanism when the pressure of the first pneumatic source is less than the set pressure. The clutch drive mechanism further includes an assist cylinder, which is connected to the first pneumatic source air circuit and the second pneumatic source air circuit. The vehicle control system also includes: A first pressure sensor is connected to the clutch control unit via a signal connection. The first pressure sensor is used to collect the air pressure value of the first pneumatic source and transmit the collected air pressure value to the clutch control unit. The second pressure sensor is connected to the clutch control unit; the second pressure sensor is used to collect the air pressure value in the power assist cylinder and transmit the collected air pressure value to the clutch control unit. The clutch control unit stores a first pressure threshold. The clutch control unit receives the pressure value of the first pressure sensor and compares it with the first pressure threshold to determine whether the first pneumatic source meets the clutch engagement drive requirements. The clutch control unit also stores a second pressure threshold. The clutch control unit receives the pressure value of the second pressure sensor and compares it with the second pressure threshold to determine the clutch engagement state. The vehicle control system also includes: A first speed sensor is connected to the powertrain control unit. The first speed sensor is used to detect the speed of the driving component of the clutch and transmit the collected speed information of the driving component to the powertrain control unit. The second speed sensor is connected to the powertrain control unit. The second speed sensor is used to detect the speed of the driven part of the clutch and transmit the collected speed information of the driven part to the powertrain control unit. The powertrain control unit stores a speed difference threshold. The powertrain control unit receives the collected rotational speed information of the driving component and the rotational speed information of the driven component, calculates the difference, and compares it with the speed difference threshold to determine the engagement / disengagement state of the clutch.

2. The vehicle control system according to claim 1, characterized in that, The clutch includes a diaphragm spring, and the clutch drive mechanism includes a pusher. One end of the pusher is directly opposite the center of the diaphragm spring. The pusher is connected to the power assist cylinder. The middle part of the diaphragm spring can be driven by the pusher to adjust the clutch engagement / disengagement state. The vehicle control system also includes: A position sensor is connected to the clutch control unit and is used to detect the position information of the pusher. The clutch control unit stores the position comparison information of the pusher. The position sensor can transmit the position information of the pusher collected by the position sensor to the clutch control unit and compare it with the position comparison information of the pusher to determine the engagement / disengagement state of the clutch.

3. The vehicle control system according to claim 2, characterized in that, The clutch drive mechanism further includes an electronically controlled valve, which is signal-connected to the clutch control unit and controlled by the clutch control unit; the first pneumatic source is connected to the air circuit of the power assist cylinder via the electronically controlled valve, the second pneumatic source is connected to the air circuit of the power assist cylinder via the electronically controlled valve, the electronically controlled valve is also provided with a vent, and the power assist cylinder is connected to the vent air circuit via the electronically controlled valve.

4. The vehicle control system according to claim 3, characterized in that, The clutch actuator further includes a first control switch and a second control switch. The first pneumatic power source is connected to the pneumatic circuit of the electronically controlled valve via the first control switch, and the second pneumatic power source is connected to the pneumatic circuit of the electronically controlled valve via the second control switch. The first control switch and the second control switch are controlled by the clutch control unit; or... The clutch actuator includes a three-way check valve. The first pneumatic power source is connected to the pneumatic circuit of the solenoid valve via the three-way check valve, and the second pneumatic power source is connected to the pneumatic circuit of the solenoid valve via the three-way check valve.

5. The vehicle control system according to claim 4, characterized in that, The first pneumatic source further includes a gas compression unit and a gas storage tank. The gas storage tank has an air inlet and an air outlet. The gas compression unit is connected to the air inlet of the gas storage tank, and the air outlet of the gas storage tank is connected to the air circuit of the electronically controlled valve. And / or, the second pneumatic source is a controlled electric air pump. The controlled electric air pump is controlled by the clutch control unit, and the controlled electric air pump is connected to the air circuit of the electronically controlled valve.

6. The vehicle control system according to claim 5, characterized in that, The vehicle control system further includes a vehicle start signal detection module, which is signal-connected to the clutch control unit. The vehicle start signal detection module is used to provide vehicle start information to at least one of the clutch control unit and the powertrain control unit.

7. A vehicle control method, characterized in that, The vehicle control method is used to control the vehicle control system according to any one of claims 1 to 6. When the clutch needs to be disengaged and is detected to be in a disengaged state, the clutch control unit controls the clutch to remain in the disengaged state; when the clutch is detected to be engaged, the clutch is switched to the disengaged state. The method for switching the clutch is as follows: Receive the air pressure value from the first pneumatic source; Compare the air pressure value of the first pneumatic source with the first pressure threshold; If the air pressure of the first pneumatic source is greater than the first pressure threshold, the first pneumatic source is controlled to provide pneumatic force for the clutch to disengage and to keep the clutch in a disengaged state. If the air pressure of the first pneumatic source is less than the first pressure threshold, the second pneumatic source is controlled to provide pneumatic force for the clutch to disengage and to keep the clutch in a disengaged state. When the clutch needs to be engaged and the clutch is detected to be engaged, the clutch is kept engaged; when the clutch is detected to be disengaged, the pressure in the booster cylinder is released.

8. A vehicle fault diagnosis method, characterized in that, Fault diagnosis for a vehicle control system as described in any one of claims 2 to 6 includes the following steps: S11: Determine the clutch engagement / disengagement state based on the air pressure value collected by the second pressure sensor; S12: Determine the clutch engagement / disengagement state based on the position information collected by the position sensor; If the clutch engagement state determined by S11 is the same as the clutch engagement state determined by S12, then the detection results of the two sensors are taken as the current state of the clutch; if the clutch engagement state determined by S11 is different from the clutch engagement state determined by S12, then one of the information detected by the two sensors is incorrect, and the following fault diagnosis steps are performed: S13: Collect the rotational speed information of the driving component of the clutch and the rotational speed information of the driven component of the clutch; S14: Calculate the speed difference based on the collected speed information of the driving component and the driven component; S15: Determine the clutch engagement / disengagement state based on the speed difference calculated in S14; S16: Compare the clutch engagement state determined by S15 with the clutch engagement state determined by S11. If the engagement states are the same, the second pressure sensor is fault-free, but the position sensor is faulty; or, compare the clutch engagement state determined by S15 with the clutch engagement state determined by S12. If the engagement states are the same, the position sensor is fault-free, but the second pressure sensor is faulty.

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