A control method, system, electronic device, and vehicle for disengaging a mechanism.

Abstract

This invention provides a control method, system, electronic device, and vehicle for a disengagement mechanism. The method involves: acquiring the wheel speed of the wheel on the side of the vehicle's electronic drive axle where the first motor is located, and acquiring the motor speed signal of the vehicle's second motor; when the vehicle meets the disengagement mechanism engagement conditions, determining the target speed of the first motor based on the wheel speed of the wheel on the side of the first motor and the motor speed signal of the second motor; adjusting the motor speed of the first motor to a speed range based on the target speed; and controlling the disengagement mechanism in the electronic drive axle to perform the engagement operation. This solution determines the target speed through the motor speed signal and the wheel speed, adjusts the motor speed according to the target speed, and then controls the disengagement mechanism to perform the engagement operation, avoiding motor speed fluctuations during disengagement mechanism engagement, thereby preventing vehicle jerking during disengagement mechanism engagement.

Description

Technical Field

[0001] This invention relates to the field of new energy vehicle technology, specifically to a control method, system, electronic equipment, and vehicle for a disengagement mechanism. Background Technology

[0002] To reduce overall vehicle losses in new energy vehicles, a disengagement mechanism can be added to the electronic drive axle to reduce zero-torque loss. However, during the engagement of this disengagement mechanism, the motor speed of the new energy vehicle fluctuates, causing the vehicle to jerk and affecting the driving experience. Therefore, how to avoid this jerking during the disengagement mechanism engagement is a pressing issue that needs to be addressed. Summary of the Invention

[0003] In view of this, embodiments of the present invention provide a control method, system, electronic device, and vehicle for a disengagement mechanism to prevent the vehicle from jerking during the engagement of the disengagement mechanism.

[0004] To achieve the above objectives, the embodiments of the present invention provide the following technical solutions:

[0005] The first aspect of this invention discloses a control method for a disengagement mechanism, the method comprising:

[0006] The wheel speed of the wheel on the side where the first motor is located in the electronic drive axle of the vehicle is collected, and the motor speed signal of the second motor of the vehicle is collected. The side where the first motor is located is the front or rear side of the vehicle.

[0007] When the vehicle meets the disengagement mechanism engagement conditions, the target speed of the first motor is determined based on the wheel speed of the wheel on the side where the first motor is located and the motor speed signal of the second motor.

[0008] Adjust the speed of the first motor to a speed range based on the target speed;

[0009] The disengagement mechanism in the electronic drive axle is controlled to perform an engagement operation.

[0010] Preferably, when the vehicle meets the engagement conditions of the disengagement mechanism, the target speed of the first motor is determined based on the wheel speed of the wheel on the side where the first motor is located and the motor speed signal of the second motor, including:

[0011] When the vehicle meets the conditions for engaging the disengagement mechanism, the average wheel speed is calculated based on the wheel speed of the wheel on the side where the first motor is located.

[0012] The vehicle speed to be processed is obtained by converting the vehicle speed signal of the second motor into a vehicle speed.

[0013] If the vehicle speed to be processed is greater than the first threshold or the average wheel speed is greater than the second threshold, the target speed of the first motor is determined to be the motor speed that matches the average wheel speed.

[0014] If the speed of the vehicle to be processed is less than or equal to the first threshold and the average wheel speed is less than or equal to the second threshold, the target speed of the first motor is determined to be the motor speed that matches the speed of the vehicle to be processed.

[0015] Preferably, before calculating the vehicle speed based on the motor speed signal of the second motor to obtain the vehicle speed to be processed, the method further includes:

[0016] If the motor speed signal of the second motor carries an identifier indicating that the motor speed signal is invalid, the target speed of the first motor is determined to be a motor speed that matches the average wheel speed.

[0017] Preferably, before calculating the vehicle speed based on the motor speed signal of the second motor to obtain the vehicle speed to be processed, the method further includes:

[0018] If the motor speed signal of the second motor is not received, the target speed of the first motor is determined to be the motor speed that matches the average wheel speed.

[0019] Preferably, the disengagement mechanism engagement conditions include any one of the following: the accelerator pedal opening of the vehicle is greater than the opening threshold, the second motor is faulty, the vehicle speed is greater than the vehicle speed threshold, and the vehicle activates four-wheel drive mode.

[0020] Preferably, the process of acquiring the motor speed signal of the vehicle's second motor includes:

[0021] The motor speed signal of the vehicle's second motor is acquired using a resolver sensor.

[0022] Preferably, controlling the disengagement mechanism in the electronic drive axle to perform an engagement operation includes:

[0023] Control the disengagement mechanism in the electronic drive axle to engage the intermediate shaft of the reducer in the electronic drive axle.

[0024] A second aspect of this invention discloses a control system for a disengagement mechanism, the system comprising:

[0025] The acquisition unit is used to acquire the wheel speed of the wheel on the side where the first motor is located in the electronic drive axle of the vehicle, and to acquire the motor speed signal of the second motor of the vehicle, wherein the side where the first motor is located is the front or rear side of the vehicle.

[0026] The determining unit is used to determine the target speed of the first motor based on the wheel speed of the wheel on the side where the first motor is located and the motor speed signal of the second motor when the vehicle meets the engagement conditions of the disengagement mechanism.

[0027] An adjustment unit is used to adjust the motor speed of the first motor to a speed range based on the target speed;

[0028] The control unit is used to control the disengagement mechanism in the electronic drive axle to perform engagement operations.

[0029] A third aspect of the present invention discloses an electronic device, comprising: a processor and a memory, wherein the processor and the memory are connected via a communication bus; wherein the processor is used to call and execute a program stored in the memory; and the memory is used to store the program, the program being used to implement the control method for the disengagement mechanism disclosed in the first aspect of the present invention.

[0030] A fourth aspect of the present invention discloses a vehicle, the vehicle including the electronic equipment disclosed in the third aspect of the present invention.

[0031] Based on the above embodiments of the present invention, a control method, system, electronic device, and vehicle for a disengagement mechanism are provided. The method involves: acquiring the wheel speed of the wheel on the side where the first motor is located in the electronic drive axle of the vehicle, and acquiring the motor speed signal of the second motor of the vehicle; when the vehicle meets the engagement conditions of the disengagement mechanism, determining the target speed of the first motor based on the wheel speed of the wheel on the side where the first motor is located and the motor speed signal of the second motor; adjusting the motor speed of the first motor to a speed range based on the target speed; and controlling the disengagement mechanism in the electronic drive axle to perform an engagement operation. In this solution, the wheel speed of the wheel on the side where the first motor is located in the electronic drive axle is acquired, and the motor speed signal of the second motor is acquired. The target speed of the first motor is determined based on the wheel speed and the motor speed signal of the second motor. Adjusting the motor speed of the first motor according to the target speed and then controlling the disengagement mechanism to perform the engagement operation avoids motor speed fluctuations during disengagement mechanism engagement, thereby preventing vehicle jerking during disengagement mechanism engagement. Attached Figure Description

[0032] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0033] Figure 1 A flowchart illustrating a control method for a disengagement mechanism provided in an embodiment of the present invention;

[0034] Figure 2 A flowchart for determining a target speed provided in an embodiment of the present invention;

[0035] Figure 3 This is a partial structural example diagram of a vehicle provided in an embodiment of the present invention;

[0036] Figure 4 This is a structural block diagram of a control system for a disengagement mechanism provided in an embodiment of the present invention. Detailed Implementation

[0037] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0038] In this application, the terms "comprising," "including," or any other variations thereof are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0039] As can be seen from the background technology, to reduce the overall vehicle losses of new energy vehicles, a disengagement mechanism can be added to the electronic drive axle to reduce zero torque loss. Specifically, for four-wheel drive new energy vehicles, the front and rear drives generally use permanent magnet synchronous motor systems. When the four-wheel drive vehicle uses a single rear-wheel drive mode, the front drive motor is under zero torque control. The permanent magnet synchronous motor generates back electromotive force when running at high speed. In order to suppress the back electromotive force, the motor controller will adopt a field weakening control strategy, which will increase the loss of high voltage DC. At the same time, there will also be energy loss to suppress the motor drag force. Even with zero torque control, there will still be some losses.

[0040] In vehicles equipped with a disengagement mechanism, the disengagement mechanism needs to engage under certain operating conditions (such as when starting from a standstill with heavy throttle to achieve the required torque). During this engagement, the motor speed in the electronic drive axle (or simply electric axle) fluctuates, causing vehicle jerking and affecting the driving experience. The inventors discovered that the motor needs speed adjustment during disengagement. Currently, the target speed is calculated primarily based on wheel speeds, but wheel speeds are inaccurate at low vehicle speeds. This leads to inaccurate calculated target speeds, and the disengagement mechanism also causes speed fluctuations during engagement, resulting in vehicle jerking.

[0041] Therefore, this solution provides a control method, system, electronic device, and vehicle for a disengagement mechanism. It collects the wheel speed of the wheel on the side where the first motor is located in the electronic drive axle, and collects the motor speed signal of the second motor. Based on the wheel speed and the motor speed signals of the second motor, a target speed for the first motor is determined. The motor speed of the first motor is adjusted according to the target speed, and then the disengagement mechanism is controlled to perform the engagement operation. By determining the target speed through the motor speed signal and the wheel speed, an accurate target speed can be calculated even at low vehicle speeds, avoiding motor speed fluctuations during disengagement mechanism engagement, and thus preventing vehicle jerking during engagement.

[0042] It should be noted that the control method and system for the disengagement mechanism provided in this solution can be applied to a specific type of vehicle, specifically a new energy vehicle with four-wheel drive and a disengagement mechanism.

[0043] See Figure 1 The flowchart illustrates a control method for a disengagement mechanism provided by an embodiment of the present invention, the method comprising:

[0044] Step S101: Collect the wheel speed of the wheel on the side where the first motor is located in the electronic drive axle of the vehicle, and collect the motor speed signal of the second motor of the vehicle.

[0045] It should be noted that the vehicle is a four-wheel drive new energy vehicle with a disengagement mechanism, therefore it has two motors. The motor in the electronic drive axle is called the first motor, and the other motor is called the second motor. The electronic drive axle includes at least the first motor, the disengagement mechanism, and a reducer, etc., and the first motor is equivalent to a motor with a disengagement mechanism.

[0046] In the specific implementation step S101, the wheel speed of the wheel on the side where the first motor is located in the electronic drive axle of the vehicle is collected, and the motor speed signal of the second motor of the vehicle is collected. The side where the first motor is located is the front or rear side of the vehicle.

[0047] For example: if the first motor is located on the front side of the vehicle, then the wheel speed of the vehicle's front wheels is collected. If the first motor is located on the rear side of the vehicle, then the wheel speed of the vehicle's rear wheels is collected.

[0048] In some specific embodiments, when acquiring the motor speed signal of the second motor, a resolver sensor can be used to acquire the motor speed signal of the vehicle's second motor. Acquiring the motor speed signal using a resolver sensor can provide a high-precision and accurate motor speed signal for the second motor, thereby making the subsequent determination of the target speed based on the motor speed signal of the second motor more accurate.

[0049] When collecting wheel speed data, wheel speed can be collected using a wheel speed sensor.

[0050] Step S102: When the vehicle meets the disengagement mechanism engagement conditions, the target speed of the first motor is determined based on the wheel speed of the wheel on the side where the first motor is located and the motor speed signal of the second motor.

[0051] In the specific implementation step S102, the vehicle's operating status is monitored. The vehicle's operating status includes, but is not limited to, the accelerator pedal opening, vehicle speed, the operating status of the second motor (used to characterize whether the motor has a fault), and the activated driving mode. When it is determined from the vehicle's operating status that the vehicle meets the engagement conditions of the disengagement mechanism, the target speed (or target rotational speed) of the first motor is determined based on the wheel speed of the wheel on the side where the first motor is located and the motor speed signal of the second motor.

[0052] In some specific embodiments, the disengagement mechanism engagement conditions include any of the following: the accelerator pedal opening degree of the vehicle is greater than the opening degree threshold, the second motor is faulty, the vehicle speed is greater than the vehicle speed threshold (e.g., the vehicle speed is greater than 140km / h), and the vehicle activates the four-wheel drive driving mode.

[0053] That is, if the accelerator pedal opening is greater than the opening threshold, or if the second motor malfunctions, or if the vehicle speed is greater than the vehicle speed threshold, or if the vehicle is in four-wheel drive mode, then it can be determined that the vehicle meets the disengagement mechanism engagement conditions.

[0054] In other words, "the vehicle meets the conditions for disengagement mechanism engagement" specifically means: the accelerator pedal opening is greater than the opening threshold, or the second motor is faulty, or the vehicle speed is greater than the vehicle speed threshold, or the vehicle is in four-wheel drive mode.

[0055] For example, when the driver presses the accelerator pedal deeply, the engagement mechanism needs to be disengaged to achieve the vehicle's torque requirements. If the first motor is located on the front side of the vehicle, when the vehicle starts moving with a large throttle from a standstill (that is, when the accelerator pedal opening is greater than the opening threshold), the target speed of the first motor is determined based on the wheel speed of the front wheels and the motor speed signals of the second motor.

[0056] For example, if the first motor is located on the rear side of the vehicle, when the vehicle starts with a large throttle while stationary (that is, when the throttle pedal opening is greater than the opening threshold), the target speed of the first motor is determined based on the wheel speed of the rear wheels and the motor speed signal of the second motor.

[0057] Step S103: Adjust the speed of the first motor to a speed range based on the target speed.

[0058] In the specific implementation of step S103, after determining the target speed through the wheel speed and the motor speed signal of the second motor, the motor speed of the first motor is adjusted according to the target speed; specifically, the motor speed of the first motor is adjusted to a speed range based on the target speed, that is, the motor speed of the first motor is adjusted to the target speed or to a speed close to the target speed.

[0059] It should be noted that the speed range based on the target speed covers the target speed. Specifically, the speed range based on the target speed can be determined by specifying a percentage; for example, the speed range based on the target speed is [target speed * 98%, target speed * 102%].

[0060] Step S104: Control the disengagement mechanism in the electronic drive bridge to perform the engagement operation.

[0061] In the specific implementation of step S104, after adjusting the motor speed of the first motor to a speed range based on the target speed, the disengagement mechanism in the electronic drive bridge is controlled to perform the engagement operation.

[0062] It should be noted that the electronic drive axle includes at least a first motor, a disengagement mechanism, and a reducer. The specific process of controlling the disengagement mechanism in the electronic drive axle to perform the engagement operation is as follows: the disengagement mechanism in the electronic drive axle is controlled to engage the intermediate shaft of the reducer in the electronic drive axle. The motor speed of the first motor is adjusted according to the target speed before engaging the intermediate shaft of the reducer in the electronic drive axle, thus avoiding fluctuations in motor speed during intermediate shaft engagement and preventing vehicle jerking.

[0063] In this embodiment of the invention, the wheel speed of the wheel on the side where the first motor is located in the electronic drive axle is collected, and the motor speed signal of the second motor is also collected. A target speed for the first motor is determined based on the wheel speed and the motor speed signals of the second motor. The motor speed of the first motor is adjusted according to the target speed, and then the disengagement mechanism is controlled to perform the engagement operation, avoiding motor speed fluctuations caused by the disengagement mechanism engaging, thereby preventing vehicle jerking during disengagement mechanism engagement.

[0064] The above embodiments of the present invention Figure 1 The step S102, which mentions determining the target speed of the first motor, refers to [see...]. Figure 2 The flowchart illustrating the determination of a target speed according to an embodiment of the present invention includes the following steps:

[0065] Step S201: When the vehicle meets the disengagement mechanism engagement conditions, calculate the average wheel speed based on the wheel speed of the wheel on the side where the first motor is located.

[0066] It should be noted that there are at least two tires on the side where the first motor is located. In the specific implementation of step S201, when the vehicle meets the engagement conditions of the disengagement mechanism, the average wheel speed is calculated based on the wheel speed of the wheel on the side where the first motor is located, that is, the average wheel speed is calculated using the wheel speed of each wheel on the side where the first motor is located.

[0067] For example, if the first motor is located on the front side of the vehicle, the average wheel speed is calculated based on the wheel speeds of the two front wheels, specifically: average wheel speed = (wheel speed of the first front wheel + wheel speed of the second front wheel) / 2.

[0068] For example, if the first motor is located on the rear side of the vehicle, the average wheel speed is calculated based on the wheel speeds of the two rear wheels, specifically: average wheel speed = (wheel speed of the first rear wheel + wheel speed of the second rear wheel) / 2.

[0069] It should be noted that the specific details regarding "the vehicle meeting the conditions for disengagement mechanism engagement" can be found above. Figure 1 The details of step S102 will not be repeated here.

[0070] Step S202: Calculate the vehicle speed based on the motor speed signal of the second motor to obtain the vehicle speed to be processed.

[0071] In the specific implementation step S202, the motor speed signal of the second motor is converted into vehicle speed to obtain the vehicle speed to be processed. The vehicle speed to be processed is the vehicle speed converted from the motor speed signal of the second motor. Specifically, the vehicle speed to be processed can be determined based on the speed ratio of the second motor and the motor speed signal, that is, the motor speed signal is converted into vehicle speed through the speed ratio.

[0072] Step S203: If the speed of the vehicle to be processed is greater than the first threshold or the average wheel speed is greater than the second threshold, determine the target speed of the first motor as the motor speed that matches the average wheel speed.

[0073] In the specific implementation of step S203, after determining the average wheel speed and the vehicle speed to be processed through the above steps S201 and S202, if the vehicle speed to be processed is greater than the first threshold or the average wheel speed is greater than the second threshold, it indicates that the vehicle is not currently in a low-speed condition. At this time, the motor speed that matches the average wheel speed can be used as the target speed of the first motor.

[0074] It should be noted that, for ease of data processing, the average wheel speed calculated in this scheme can be expressed in revolutions per minute (RPM). This allows the average wheel speed to be directly used as the target speed of the first motor without unit conversion. If the units of the calculated average wheel speed and the motor speed do not match, the average wheel speed needs to be converted to the corresponding motor speed before it can be used as the target speed of the first motor.

[0075] In summary, when the average wheel speed is used as the target speed of the first motor, the motor speed corresponding to the average wheel speed is specifically used as the target speed of the first motor.

[0076] Step S204: If the speed of the vehicle to be processed is less than or equal to the first threshold and the average wheel speed is less than or equal to the second threshold, determine the target speed of the first motor as the motor speed that matches the speed of the vehicle to be processed.

[0077] In the specific implementation of step S204, if the vehicle speed to be processed is less than or equal to the first threshold and the average wheel speed is less than or equal to the second threshold, it indicates that the vehicle is currently at a low speed. At this time, the wheel speed of the wheel on the side where the first motor is located may be inaccurate. Therefore, the motor speed corresponding to the vehicle speed to be processed can be used as the target speed of the first motor, that is, the motor speed signal of the second motor is used to determine the target speed of the first motor.

[0078] It should be noted that, for the convenience of data processing, the unit of the vehicle speed to be processed calculated in this scheme can be RPM, that is, the vehicle speed to be processed can be represented by RPM, so that the vehicle speed to be processed can be directly used as the target speed of the first motor without the need for unit conversion.

[0079] If the calculated vehicle speed to be processed is in kilometers per hour (km / h), before using the vehicle speed to be processed as the target speed of the first motor, it is necessary to convert the vehicle speed to be processed into the corresponding motor speed before using it as the target speed of the first motor.

[0080] In summary, when the vehicle speed to be processed is used as the target speed of the first motor, the motor speed corresponding to the vehicle speed to be processed is used as the target speed of the first motor.

[0081] It is understandable that the motor speed signal of the second motor may be faulty when collecting the motor speed signal of the second motor.

[0082] In some specific embodiments, if the motor speed signal of the second motor carries an indicator indicating that the motor speed signal is invalid, the target speed of the first motor is determined to be the motor speed that matches the average wheel speed. That is, if the motor speed signal of the second motor is invalid, the motor speed corresponding to the average wheel speed is taken as the target speed of the first motor.

[0083] In other specific embodiments, if the motor speed signal of the second motor is not received, the target speed of the first motor is determined to be the motor speed that matches the average wheel speed. That is, if the communication failure of the motor speed signal of the second motor occurs, the motor speed corresponding to the average wheel speed is taken as the target speed of the first motor.

[0084] Using the above methods, when the motor speed signal of the second motor is invalid or faulty (i.e., the motor speed signal cannot be received), the motor speed corresponding to the average wheel speed can be used as the target speed of the first motor, providing multiple data sources for calculating the target speed. Even if a single data source is unavailable, the target speed can still be calculated.

[0085] In this embodiment of the invention, the target speed is determined by the motor speed signal and the wheel speed. Even at low vehicle speeds, the accurate target speed can be calculated by the motor speed signal, avoiding motor speed fluctuations when the disengagement mechanism is engaged, and thus avoiding vehicle jerking when the disengagement mechanism is engaged.

[0086] To better explain how to determine the target speed, through Figure 3 The diagram shown illustrates a partial structural example of a vehicle.

[0087] Figure 3 In the diagram, EM1 is the first motor, EM2 is the second motor, and EM1 has a disengagement mechanism; E-Clutch is the disengagement mechanism; Wheel1, Wheel2, Wheel3, and Wheel4 are the four wheels of the vehicle; ①-④ are wheel speed sensors.

[0088] When the vehicle is traveling at low speeds, the wheel speed of the side where EM1 is located (front or rear of the vehicle) is inaccurate. In this case, the target speed of EM1 can be determined by the motor speed signal of the motor (EM2) on the other side of the vehicle (rear or front of the vehicle). Specifically, if EM1 is on the front of the vehicle, then EM2 is on the rear of the vehicle, and if EM1 is on the rear of the vehicle, then EM2 is on the front of the vehicle. The target speed of EM1 is determined by the following four strategies.

[0089] Strategy 1: When the vehicle speed to be processed, calculated from the motor speed signal of EM2, is greater than the first threshold (threshold1), or when the average wheel speed calculated from the wheel speed of the wheel on the side where the first motor is located is greater than the second threshold (threshold2), the target speed of EM1 is determined to be the motor speed that matches the average wheel speed. Wherein, average wheel speed = (wheel speed collected by wheel speed sensor ① + wheel speed collected by wheel speed sensor ②) / 2.

[0090] The second strategy is as follows: when the vehicle speed to be processed, calculated from the motor speed signal of EM2, is less than or equal to the first threshold, and when the average wheel speed calculated from the wheel speed of the wheel on the side where the first motor is located is less than or equal to the second threshold, the target speed of EM1 is determined to be the motor speed corresponding to the vehicle speed to be processed, calculated from the motor speed signal of EM2.

[0091] The third strategy: When the motor speed signal of EM2 is invalid, determine the target speed of EM1 as the motor speed that matches the average wheel speed.

[0092] The fourth strategy: When the motor speed signal of EM2 experiences a communication failure, determine the target speed of EM1 as the motor speed that matches the average wheel speed.

[0093] The above is an example illustrating a strategy for determining the target speed. In practical applications, when the disengagement mechanism engages at low or high speeds, the motor speed corresponding to the vehicle speed to be processed, calculated from the motor speed signal of the second motor, can be directly used as the target speed of the first motor.

[0094] As can be seen from the above embodiments, this solution has the following advantages: under conditions such as the need to engage the disengagement mechanism when starting from a standstill with high throttle, the target speed of the first motor can be accurately calculated by using the motor speed signal and wheel speed. When the disengagement mechanism engages, the speed fluctuation of the first motor can be reduced, thus avoiding the vehicle jerking under the condition of engaging the disengagement mechanism when starting with high throttle.

[0095] Corresponding to the control method for the disengagement mechanism provided in the above embodiments of the present invention, see also... Figure 4The present invention also provides a structural block diagram of a control system for a disengagement mechanism, the system comprising: a data acquisition unit 401, a determination unit 402, an adjustment unit 403, and a control unit 404;

[0096] The acquisition unit 401 is used to acquire the wheel speed of the wheel on the side where the first motor is located in the electronic drive axle of the vehicle, and to acquire the motor speed signal of the second motor of the vehicle. The side where the first motor is located is the front or rear side of the vehicle.

[0097] In a specific implementation, the acquisition unit 401 for acquiring the motor speed signal of the second motor is specifically used to: acquire the motor speed signal of the second motor of the vehicle using a resolver sensor.

[0098] The determining unit 402 is used to determine the target speed of the first motor based on the wheel speed of the wheel on the side where the first motor is located and the motor speed signal of the second motor when the vehicle meets the engagement conditions of the disengagement mechanism.

[0099] In some specific embodiments, the disengagement mechanism engagement conditions include any of the following: the accelerator pedal opening degree of the vehicle is greater than the opening degree threshold, the second motor is faulty, the vehicle speed is greater than the vehicle speed threshold, or the vehicle activates four-wheel drive mode.

[0100] The adjustment unit 403 is used to adjust the motor speed of the first motor to a speed range based on the target speed.

[0101] Control unit 404 is used to control the disengagement mechanism in the electronic drive axle to perform engagement operations.

[0102] In a specific implementation, the control unit 404 is specifically used to control the disengagement mechanism in the electronic drive axle to engage the intermediate shaft of the reducer in the electronic drive axle.

[0103] In this embodiment of the invention, the wheel speed of the wheel on the side where the first motor is located in the electronic drive axle is collected, and the motor speed signal of the second motor is also collected. A target speed for the first motor is determined based on the wheel speed and the motor speed signals of the second motor. The motor speed of the first motor is adjusted according to the target speed, and then the disengagement mechanism is controlled to perform the engagement operation, avoiding motor speed fluctuations caused by the disengagement mechanism engaging, thereby preventing vehicle jerking during disengagement mechanism engagement.

[0104] Preferred, combined Figure 4 The content shown indicates that the determining unit 402 includes a calculation module, a conversion module, a first determining module, and a second determining module; the execution principle of each module is as follows:

[0105] The calculation module is used to calculate the average wheel speed based on the wheel speed of the wheel on the side where the first motor is located when the vehicle meets the engagement conditions of the disengagement mechanism.

[0106] The conversion module is used to convert the vehicle speed based on the motor speed signal of the second motor to obtain the vehicle speed to be processed.

[0107] The first determining module is used to determine the target speed of the first motor as the motor speed that matches the average wheel speed if the speed of the vehicle to be processed is greater than a first threshold or the average wheel speed is greater than a second threshold.

[0108] The second determining module is used to determine the target speed of the first motor as the motor speed that matches the speed of the vehicle to be processed if the speed of the vehicle to be processed is less than or equal to the first threshold and the average wheel speed is less than or equal to the second threshold.

[0109] Preferably, the determining unit 402 further includes:

[0110] The third determining module is used to determine the target speed of the first motor as a motor speed that matches the average wheel speed if the motor speed signal of the second motor carries an identifier indicating that the motor speed signal is invalid.

[0111] Preferably, the determining unit 402 further includes:

[0112] The fourth determining module is used to determine the target speed of the first motor as a motor speed that matches the average wheel speed if no motor speed signal of the second motor is received.

[0113] In this embodiment of the invention, the target speed is determined by the motor speed signal and the wheel speed. Even at low vehicle speeds, the accurate target speed can be calculated by the motor speed signal, avoiding motor speed fluctuations when the disengagement mechanism is engaged, and thus avoiding vehicle jerking when the disengagement mechanism is engaged.

[0114] Preferably, the present invention also provides an electronic device, including: a processor and a memory, the processor and the memory being connected via a communication bus; wherein, the processor is used to call and execute a program stored in the memory; the memory is used to store the program, the program being used to implement the control method for the disengagement mechanism provided in the above method embodiments.

[0115] Preferably, embodiments of the present invention also provide a vehicle, the vehicle including the aforementioned electronic equipment.

[0116] In summary, the embodiments of the present invention provide a control method, system, electronic device, and vehicle for a disengagement mechanism. The method collects the wheel speed of the wheel on the side where the first motor is located in the electronic drive axle, and collects the motor speed signal of the second motor. A target speed for the first motor is determined based on the wheel speed and the motor speed signals of the second motor. The motor speed of the first motor is adjusted according to the target speed before the disengagement mechanism is controlled to perform the engagement operation, avoiding motor speed fluctuations during disengagement engagement, and thus preventing vehicle jerking during disengagement engagement.

[0117] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, for system or system embodiments, since they are basically similar to method embodiments, the description is relatively simple, and relevant parts can be referred to the descriptions in the method embodiments. The systems and system embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without creative effort.

[0118] Those skilled in the art will further recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0119] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A control method for a disengagement mechanism, characterized in that, The method includes: The wheel speed of the wheel on the side where the first motor is located in the electronic drive axle of the vehicle is collected, and the motor speed signal of the second motor of the vehicle is collected. The side where the first motor is located is the front or rear side of the vehicle. When the vehicle meets the disengagement mechanism engagement conditions, the target speed of the first motor is determined based on the wheel speed of the wheel on the side where the first motor is located and the motor speed signal of the second motor. Adjust the speed of the first motor to a speed range based on the target speed; Control the disengagement mechanism in the electronic drive axle to perform an engagement operation; When the vehicle meets the disengagement mechanism engagement conditions, the target speed of the first motor is determined based on the wheel speed of the wheel on the side where the first motor is located and the motor speed signal of the second motor, including: When the vehicle meets the conditions for engaging the disengagement mechanism, the average wheel speed is calculated based on the wheel speed of the wheel on the side where the first motor is located. The vehicle speed to be processed is obtained by converting the vehicle speed signal of the second motor into a vehicle speed. If the vehicle speed to be processed is greater than the first threshold or the average wheel speed is greater than the second threshold, the target speed of the first motor is determined to be the motor speed that matches the average wheel speed. If the speed of the vehicle to be processed is less than or equal to the first threshold and the average wheel speed is less than or equal to the second threshold, the target speed of the first motor is determined to be the motor speed that matches the speed of the vehicle to be processed.

2. The method according to claim 1, characterized in that, Before calculating the vehicle speed to be processed based on the motor speed signal of the second motor, the method further includes: If the motor speed signal of the second motor carries an identifier indicating that the motor speed signal is invalid, the target speed of the first motor is determined to be a motor speed that matches the average wheel speed.

3. The method according to claim 1, characterized in that, Before calculating the vehicle speed to be processed based on the motor speed signal of the second motor, the method further includes: If the motor speed signal of the second motor is not received, the target speed of the first motor is determined to be the motor speed that matches the average wheel speed.

4. The method according to any one of claims 1-3, characterized in that, The disengagement mechanism engagement conditions include any one of the following: the accelerator pedal opening of the vehicle is greater than the opening threshold, the second motor is faulty, the vehicle speed is greater than the vehicle speed threshold, or the vehicle is in four-wheel drive mode.

5. The method according to any one of claims 1-3, characterized in that, The process of acquiring the motor speed signal of the vehicle's second motor includes: The motor speed signal of the vehicle's second motor is acquired using a resolver sensor.

6. The method according to any one of claims 1-3, characterized in that, Controlling the disengagement mechanism in the electronic drive axle to perform an engagement operation includes: Control the disengagement mechanism in the electronic drive axle to engage the intermediate shaft of the reducer in the electronic drive axle.

7. A control system for a disengagement mechanism, characterized in that, The system includes: The acquisition unit is used to acquire the wheel speed of the wheel on the side where the first motor is located in the electronic drive axle of the vehicle, and to acquire the motor speed signal of the second motor of the vehicle, wherein the side where the first motor is located is the front or rear side of the vehicle. The determining unit is used to determine the target speed of the first motor based on the wheel speed of the wheel on the side where the first motor is located and the motor speed signal of the second motor when the vehicle meets the engagement conditions of the disengagement mechanism. An adjustment unit is used to adjust the motor speed of the first motor to a speed range based on the target speed; A control unit is used to control the disengagement mechanism in the electronic drive axle to perform an engagement operation; The determining unit includes: The calculation module is used to calculate the average wheel speed based on the wheel speed of the wheel on the side where the first motor is located when the vehicle meets the engagement conditions of the disengagement mechanism. The conversion module is used to convert the vehicle speed based on the motor speed signal of the second motor to obtain the vehicle speed to be processed; The first determining module is used to determine the target speed of the first motor as the motor speed that matches the average wheel speed if the vehicle speed to be processed is greater than a first threshold or the average wheel speed is greater than a second threshold. The second determining module is used to determine the target speed of the first motor as the motor speed that matches the speed of the vehicle to be processed if the speed of the vehicle to be processed is less than or equal to the first threshold and the average wheel speed is less than or equal to the second threshold.

8. An electronic device, characterized in that, include: A processor and a memory are connected via a communication bus; wherein the processor is used to call and execute a program stored in the memory; The memory is used to store a program for implementing the control method of the disengagement mechanism as described in any one of claims 1-6.

9. A vehicle, characterized in that, The vehicle includes the electronic equipment as described in claim 8.

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