Clutch control methods, vehicles, electronic equipment and power systems

Abstract

This application provides a clutch control method, vehicle, electronic device, and powertrain system, comprising: when a need to switch the powertrain system or vehicle from a series mode to a parallel mode is detected, acquiring the current first speed of the inner race and the second speed of the outer race; detecting whether the clutch meets the mode switching conditions based on the first and second speeds, and if the clutch does not meet the mode switching conditions, controlling the clutch to enter a first acceleration mode, and then controlling the clutch to enter a second acceleration mode; wherein, when the clutch is in the second acceleration mode, the first speed continues to increase according to a torque closed-loop control method until the clutch meets the mode switching conditions, and controlling the clutch to switch from a disengaged state to an engaged state, so that the powertrain system or vehicle switches from a series mode to a parallel mode. This application can avoid the clutch from experiencing shock during mode switching, extend the clutch's service life, and thus improve the user experience.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a clutch control method, a vehicle, electronic equipment, and a power system. Background Technology

[0002] A cam clutch consists of an inner ring, an outer ring, and a cam. Torque is transmitted between the inner and outer rings via the cam. When the clutch is engaged, the inner and outer rings rotate in the same direction, increasing the speed of the inner ring. As the inner and outer rings reach the same speed, the relative slippage between them disappears, and the inner ring transmits torque to the outer ring via the cam.

[0003] In related technologies, during the process of increasing the rotational speed of the inner ring, the rotational speed of the inner ring will fluctuate, causing an impact between the inner ring and the cam, which in turn causes an impact between the cam and the outer ring. This results in a short service life of the cam clutch and affects the user experience. Summary of the Invention

[0004] In view of this, this application provides a clutch control method, vehicle, electronic device and power system, which can avoid the clutch from generating shock during mode switching, extend the service life of the clutch, and thus improve the user experience.

[0005] This application provides a clutch control method. The clutch includes an inner ring, an outer ring, and a cam. The cam is disposed between the inner ring and the outer ring, and the inner ring and the outer ring are engaged by the cam. The control method includes: when a power system or vehicle is detected to need to switch from a series mode to a parallel mode, adjusting the inner ring and the outer ring to rotate in the same direction, and obtaining a first rotational speed of the inner ring and a second rotational speed of the outer ring; wherein, the first rotational speed is less than the second rotational speed, and the inner ring cannot drive the outer ring to rotate synchronously via the cam; detecting whether the clutch meets the mode switching conditions based on the first rotational speed and the second rotational speed, and determining whether the clutch is not fully engaged when the clutch is not fully engaged. When the mode switching conditions are met, the clutch is controlled to enter the first acceleration mode; wherein, when the clutch is in the first acceleration mode, the first speed is increased to a first preset value according to the speed closed-loop control method, and then the clutch is controlled to enter the second acceleration mode; wherein, when the clutch is in the second acceleration mode, the first speed is further increased according to the torque closed-loop control method until the clutch meets the mode switching conditions, and the clutch is controlled to switch from the series mode to the parallel mode, wherein the cam abuts against the inner ring and the outer ring respectively, and the inner ring can drive the outer ring to rotate synchronously through the cam, so that the power system or the vehicle switches from the series mode to the parallel mode.

[0006] Compared with related technologies, the embodiments of this application have at least the following advantages: When the power system or vehicle needs to switch from series mode to parallel mode, the first speed of the inner race and the second speed of the outer race are obtained, so as to detect whether the clutch meets the mode switching conditions based on the first and second speeds. When the clutch does not meet the mode switching conditions, the first speed is increased through speed closed-loop control, and then the first speed is further increased through torque closed-loop control until the clutch meets the mode switching conditions. The clutch is then controlled to switch from the disengaged state to the engaged state, so that the vehicle or power system switches from series mode to parallel mode. This allows for a rapid increase in the first speed while avoiding the situation where "directly increasing the first speed to the same level as the second speed through speed closed-loop control causes fluctuations in the first speed when it approaches the second speed, resulting in vibration of the inner race and subsequent impact of the inner race on the outer race." This avoids impact during clutch mode switching, extends the clutch's service life, and improves the user experience.

[0007] In some possible implementations, detecting whether the clutch meets the mode switching condition based on the first speed and the second speed includes: calculating the difference between the second speed and the first speed; detecting whether the difference between the second speed and the first speed is less than or equal to a preset speed; and detecting that the clutch meets the mode switching condition when the difference between the second speed and the first speed is detected to be less than or equal to the preset speed.

[0008] In some possible implementations, controlling the clutch to enter a first acceleration mode when the clutch is detected not to meet the mode switching conditions includes: when the difference between the second speed and the first speed is detected to be greater than the preset speed, obtaining a first preset value of the inner ring; wherein the first preset value is less than the second speed, and the difference between the second speed and the first preset value is less than or equal to the preset speed; increasing the first speed according to the first preset value until the first speed is increased to the first preset value.

[0009] In some possible implementations, obtaining the first preset value includes: calculating the difference between the second rotational speed and the preset rotational speed, and using the difference between the second rotational speed and the preset rotational speed as the first preset value.

[0010] In some possible implementations, increasing the first speed to a first preset value according to the speed closed-loop control method, and then controlling the clutch to enter the second acceleration mode, includes: after increasing the first speed to the first preset value according to the speed closed-loop control method, obtaining the target torque of the inner ring; controlling the inner ring to rotate according to the target torque until the first speed is increased to be equal to the second speed.

[0011] In some possible implementations, obtaining the target torque of the inner ring includes: obtaining a first angular acceleration of the outer ring; calculating a second angular acceleration of the inner ring based on the first angular acceleration of the outer ring; wherein the second angular acceleration is greater than the first angular acceleration; and calculating the target torque based on the second angular acceleration and the moment of inertia of the inner ring.

[0012] In some possible implementations, the ratio of the second angular acceleration to the first angular acceleration is between 1.05 and 1.1.

[0013] A second aspect of this application discloses a vehicle, including: a control device, an acquisition device, a power device, and a clutch. The clutch includes an inner ring, an outer ring, and a cam, the cam being disposed between the inner ring and the outer ring, the inner ring and the outer ring being engaged by the cam. The control device is used to detect whether the vehicle needs to switch from a series mode to a parallel mode. The acquisition device is used to adjust the inner ring and the outer ring to rotate in the same direction when the control device detects that the vehicle needs to switch from a series mode to a parallel mode, and to acquire a first rotational speed of the inner ring and a second rotational speed of the outer ring; wherein the first rotational speed is less than the second rotational speed, and the inner ring cannot drive the outer ring to rotate synchronously via the cam; the control device is further used to detect whether the clutch meets the mode switching conditions based on the first rotational speed and the second rotational speed. When the clutch is detected to not meet the mode switching conditions, the control device controls the clutch to enter a first acceleration mode; wherein, when the clutch is in the first acceleration mode, the power unit increases the first speed to a first preset value according to the speed closed-loop control method; the control device is also used to control the clutch to enter a second acceleration mode after the first speed is increased to the first preset value; wherein, when the clutch is in the second acceleration mode, the power unit continues to increase the first speed according to the torque closed-loop control method until the clutch meets the mode switching conditions, and controls the clutch to switch from a series mode to a parallel mode, wherein the cam abuts against the inner ring and the outer ring respectively, and the inner ring can drive the outer ring to rotate synchronously through the cam, so as to switch the power system or the vehicle from a series mode to a parallel mode.

[0014] A third aspect of this application discloses an electronic device comprising a processor and a memory, the memory for storing instructions, and the processor for calling the instructions in the memory to cause the electronic device to execute the aforementioned clutch control method.

[0015] A fourth aspect of this application discloses a power system comprising an engine, a drive motor, a clutch, a differential, and a transmission system. The clutch includes an inner ring, an outer ring, and a cam, the cam being disposed between the inner ring and the outer ring. The inner ring and the outer ring are engaged via the cam. The inner ring is driveably connected to the engine, and the outer ring is driveably connected to the differential via the transmission system. The drive motor is driveably connected to the differential or to the differential via at least a portion of the transmission system. The power system is configured to control the clutch to switch from a disengaged state to an engaged state under the aforementioned clutch control method, thereby switching the power system from a series mode to a parallel mode.

[0016] Understandably, the vehicle of the second aspect, the electronic equipment of the third aspect, and the power system of the fourth aspect provided above all correspond to the method of the first aspect. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here. Attached Figure Description

[0017] Figure 1 This is a schematic flowchart of a clutch control method according to an embodiment of this application.

[0018] Figure 2 This is a schematic diagram of the structure of a clutch according to an embodiment of this application.

[0019] Figure 3 This is a graph showing the relationship between the inner ring speed and time when the inner ring speed is increased by means of closed-loop speed control according to an embodiment of this application.

[0020] Figure 4 This is a graph showing the relationship between the inner ring speed and time when the inner ring speed is increased by means of speed closed-loop control and torque closed-loop control according to an embodiment of this application.

[0021] Figure 5 This is a schematic flowchart of a clutch control method according to an embodiment of this application.

[0022] Figure 6 This is a schematic flowchart of a clutch control method according to an embodiment of this application.

[0023] Figure 7 This is a structural schematic diagram of a vehicle according to an embodiment of this application.

[0024] Figure 8 This is a schematic diagram of the functional modules of an electronic device according to an embodiment of this application.

[0025] Figure 9 This is a schematic diagram of the structure of a power system according to an embodiment of this application.

[0026] Figure 10 This is a schematic diagram of the structure of a power system according to an embodiment of this application. Detailed Implementation

[0027] To better understand the above-mentioned objectives, features, and advantages of this application, the application will be described in detail below with reference to the accompanying drawings and specific embodiments. It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0028] The following description sets forth many specific details to provide a full understanding of this application. The described embodiments are only some, not all, of the embodiments of this application.

[0029] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein in the specification of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of this application.

[0030] It should be further noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover 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 that element.

[0031] In this application, "at least one" means one or more, and "more than one" means two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, or B alone, where A and B can be singular or plural. The terms "first," "second," "third," "fourth," etc. (if present) in the specification, claims, and drawings of this application are used to distinguish similar objects, not to describe a specific order or sequence.

[0032] In the embodiments of this application, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design that is described as "exemplary" or "for example" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or design. Specifically, the use of the terms "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0033] Please refer to Figure 1 This is a flowchart illustrating a clutch control method provided in an embodiment of this application. This embodiment applies to a vehicle, which includes a clutch. The clutch includes an inner ring, an outer ring, and a cam. The cam is disposed between the inner ring and the outer ring, and the inner ring and the outer ring are engaged by the cam. The clutch control method includes the following steps:

[0034] Step 101: When it is detected that the power system or vehicle needs to switch from series mode to parallel mode, adjust the inner and outer rings to rotate in the same direction and obtain the first speed of the inner ring and the second speed of the outer ring.

[0035] In some embodiments, when the powertrain or vehicle is in series mode, the first speed is lower than the second speed, the clutch is disengaged, and the inner ring cannot drive the outer ring to rotate synchronously via the cam; however, relative rotation can occur between the inner and outer rings. When the powertrain or vehicle is in parallel mode, the clutch is engaged, and the cams abut against both the inner and outer rings, enabling the inner ring to drive the outer ring to rotate synchronously via the cams. Therefore, when the powertrain or vehicle switches from series mode to parallel mode, it is necessary to switch the clutch from disengaged to engaged, that is, to increase the first speed of the inner ring to be the same as the second speed of the outer ring.

[0036] In some embodiments, the vehicle includes sensors that can acquire a first rotational speed of the inner ring and a second rotational speed of the outer ring.

[0037] In some embodiments, the vehicle includes a Vehicle Control Unit (VCU), which detects whether the vehicle or powertrain requires switching from a series mode to a parallel mode. Specifically, the VCU monitors the actions of lower-level component control modules and is responsible for normal vehicle operation, regenerative braking, vehicle power management, network management, fault diagnosis and handling, and vehicle status monitoring, ensuring the vehicle operates normally and stably with good power and reliability.

[0038] In some embodiments, the clutch is a cam clutch, which is based on a one-way clutch and a mode paddle. When the cam clutch is in series mode, the inner ring speed is lower than the outer ring speed, and then the cam clutch mode switching begins. When the cam clutch switches from series mode to parallel mode, the inner ring speed begins to increase until it is the same as the outer ring speed.

[0039] To facilitate understanding, the following provides a detailed explanation of how this embodiment detects the need for the clutch to switch from a series mode to a parallel mode:

[0040] Taking a vehicle with six gears (1 to 6) as an example, each gear corresponds to a different vehicle speed. Let's assume gear 1 corresponds to speeds of 0 to 20 km / h, gear 2 to 20 to 40 km / h, and gear 3 to 40 to 60 km / h. For instance, when the vehicle speed is less than or equal to 20 km / h, it is in gear 1; when the vehicle speed is greater than 20 km / h but less than or equal to 40 km / h, it is in gear 2. Suppose the vehicle has been traveling at 15 km / h for a period of time, and the vehicle controller, responding to the driver's throttle input, increases the vehicle speed to 20 km / h. At this point, the gear is shifted from gear 1 to neutral, the clutch is disengaged, and the vehicle is in series mode. If the vehicle controller detects that it needs to further increase its speed and needs to switch from series mode to parallel mode, the gear is shifted from gear 1 to gear 2, the clutch is engaged, and the vehicle is in parallel mode.

[0041] Step 102: Detect whether the clutch meets the mode switching conditions based on the first speed and the second speed. If the clutch does not meet the mode switching conditions, proceed to step 103; otherwise, proceed to step 104.

[0042] It should be noted that the method for detecting whether the clutch meets the mode switching conditions based on the first speed and the second speed is described in detail in subsequent embodiments. To avoid repetition, it will not be repeated here.

[0043] Step 103: Control the clutch to enter the first acceleration mode; when the clutch is in the first acceleration mode, the first speed is increased to the first preset value according to the speed closed-loop control method.

[0044] It should be noted that the method of increasing the first speed according to the closed-loop speed control will be explained in detail in the subsequent embodiments, and will not be repeated here to avoid repetition.

[0045] Step 104: Control the clutch to enter the second acceleration mode; when the clutch is in the second acceleration mode, increase the first speed according to the torque closed-loop control method until the clutch meets the mode switching conditions, and control the clutch to switch from the disengaged state to the engaged state.

[0046] Understandably, after the clutch switches from the disengaged state to the engaged state, the cam contacts the inner and outer rings respectively. The first rotational speed of the inner ring is the same as the second rotational speed of the outer ring, and the inner ring transmits torque to the outer ring through the cam.

[0047] It should be noted that the method of increasing the first speed according to the torque closed-loop control is explained in detail in the subsequent embodiments, and will not be repeated here to avoid repetition.

[0048] To facilitate understanding, the following will be combined with... Figures 2 to 4 This embodiment provides a detailed explanation of how the clutch is switched from series mode to parallel mode, and the underlying principle of this embodiment:

[0049] Please refer to Figure 2 This is a schematic diagram of the clutch 10 provided in an embodiment of this application. The clutch 10 includes an inner ring 1, an outer ring 2, and a transmission structure. The transmission structure includes a cam 3, a paddle 4, a spring 5, and a cam retainer 6. One end of the spring 5 is connected to the outer ring 2, and the other end is connected to the cam 3. The paddle 4 can rotate clockwise to disengage the cam 3 from the inner ring 1 and the outer ring 2 respectively; the paddle 4 can also rotate counterclockwise, and the restoring force of the spring 5 causes the cam 3 to contact the inner ring 1 and the outer ring 2 respectively.

[0050] from Figure 2 As can be seen, when the paddle 4 rotates clockwise until it contacts the cam 3, because the gap between the inner ring 1 and the outer ring 2 is smaller than the long radius of the cam 3, and the gap between adjacent cam retainers 6 is also smaller than the long radius of the cam 3, the cam 3 will create a gap between the cam and the inner ring 1 and the outer ring 2 under the action of the cam retainers 6. At this time, the inner ring 1 can rotate freely clockwise and counterclockwise, and the clutch 10 is in the disengaged state. At this time, the vehicle or power system is in series mode. When the paddle 4 rotates counterclockwise until it disengages from the cam 3, the cam 3 simultaneously contacts the inner ring 1 and the outer ring 2 under the action of the spring. When the inner and outer rings rotate counterclockwise synchronously, and the speed of the inner ring is greater than or equal to the speed of the outer ring, the clutch 10 is in the engaged state. At this time, the vehicle or power system is in parallel mode. At this time, the inner ring 1 and the outer ring 2 can rotate freely clockwise and counterclockwise. Figure 2 The synchronous counterclockwise rotation is shown.

[0051] When clutch 10 is disengaged, cam 3, under the action of cam retainer 6, creates a gap between cam 3 and inner ring 1 and outer ring 2. Since the first speed of inner ring 1 is less than the second speed of outer ring 2, the vehicle does not directly switch from series mode to parallel mode. Instead, it first increases the first speed according to the speed closed-loop control so that the first speed of inner ring 1 is close to the second speed of outer ring 2, thus enabling clutch 10 to meet the mode switching conditions. Then, clutch 10 is controlled to switch to the engaged state, and paddle 4 rotates counterclockwise until it disengages from cam 3. Cam 3 simultaneously contacts inner ring 1 and outer ring 2. Inner ring 1 continues to increase its first speed according to the torque closed-loop control until it matches the second speed of outer ring 2, so that the torque of inner ring 1 is transmitted to outer ring 2.

[0052] Please refer to this as well. Figures 3 to 4 , Figure 3 The graph shows the relationship between the inner ring speed and time when the inner ring speed is increased by means of closed-loop speed control, as provided in the embodiments of this application. Figure 4 This is a graph showing the relationship between the inner race speed and time when the inner race speed is increased through closed-loop speed control and closed-loop torque control, as provided in an embodiment of this application. Figure 3 As can be seen, if the first speed of the inner ring 1 is directly increased to be equal to the second speed of the outer ring 2 through the closed-loop speed control, when the first speed of the inner ring 1 is increased to be close to the second speed, the first speed will continue to increase in a fluctuating manner until it is equal to the second speed. That is, the first speed does not increase in one direction, which will cause the inner ring 1 to vibrate, thereby causing the inner ring 1 to collide with the cam 3, and then causing the cam 3 to impact the outer ring 2.

[0053] Therefore, as Figure 4 As shown, the first speed is increased to a first preset value using a closed-loop speed control method. Since the first preset value is less than the second speed, even if the first speed fluctuates as it increases to equal the first preset value, no impact will occur between the inner ring 1 and the outer ring 2. After increasing to the first preset value, the first speed is further increased using a closed-loop torque control method. Because the first speed increases unidirectionally under the closed-loop torque control method, no fluctuations will occur, and the inner ring 1 will not vibrate, thus avoiding impact between the inner ring 1 and the outer ring 2.

[0054] Compared with related technologies, the embodiments of this application have at least the following advantages: When the power system or vehicle needs to switch from series mode to parallel mode, the first speed of the inner race and the second speed of the outer race are obtained, so as to detect whether the clutch meets the mode switching conditions based on the first and second speeds. When the clutch does not meet the mode switching conditions, the first speed is increased through speed closed-loop control, and then the first speed is further increased through torque closed-loop control until the clutch meets the mode switching conditions. The clutch is then controlled to switch from the disengaged state to the engaged state, so that the vehicle or power system switches from series mode to parallel mode. This allows for a rapid increase in the first speed while avoiding the situation where "directly increasing the first speed to the same level as the second speed through speed closed-loop control causes fluctuations in the first speed when it approaches the second speed, resulting in vibration of the inner race and subsequent impact of the inner race on the outer race." This avoids impact during clutch mode switching, extends the clutch's service life, and improves the user experience.

[0055] Please refer to Figure 5 , Figure 5 This is a schematic flowchart of a clutch control method provided in an embodiment of this application. This embodiment is a detailed description of the foregoing embodiment, further illustrating: a method for detecting whether the clutch meets the mode switching conditions, and how to increase the first speed according to the speed closed-loop control method, and how to increase the first speed according to the torque closed-loop control method.

[0056] This embodiment applies to vehicles, and the specific process is as follows: Figure 5 As shown, it includes the following steps:

[0057] Step 201: When it is detected that the power system or vehicle needs to switch from series mode to parallel mode, adjust the inner and outer rings to rotate in the same direction and obtain the first speed of the inner ring and the second speed of the outer ring.

[0058] Step 202: Calculate the difference between the second speed and the first speed, and check whether the difference between the second speed and the first speed is less than or equal to the preset speed. If the difference between the second speed and the first speed is greater than the preset speed, proceed to step 203; otherwise, proceed to step 204.

[0059] In some embodiments, the preset speed is greater than or equal to 100 rpm and less than or equal to 200 rpm. For example, the preset speed can be 120 rpm, 140 rpm, 160 rpm, etc., and can be set according to actual needs. In this way, the noise and wear generated when the clutch switches from the disengaged state to the engaged state can be reduced, further extending the service life of the clutch.

[0060] In some embodiments, if the difference between the second speed and the first speed is detected to be less than or equal to a preset speed, it indicates that the clutch meets the mode switching conditions; if the difference between the second speed and the first speed is detected to be greater than the preset speed, it indicates that the clutch does not meet the mode switching conditions.

[0061] Step 203: Obtain the first preset value of the inner ring, and increase the first rotation speed according to the first preset value until the first rotation speed is increased to the first preset value; the first preset value is less than the second rotation speed, and the difference between the second rotation speed and the first preset value is less than or equal to the preset rotation speed.

[0062] In some embodiments, the difference between the second rotational speed and the preset rotational speed is calculated, and this difference is used as the first preset value. This ensures that the difference between the second rotational speed and the first preset value is not greater than the preset rotational speed, thereby ensuring that the clutch can meet the mode switching conditions after the first rotational speed of the inner ring is increased to the first preset value.

[0063] It is understood that this embodiment does not specifically limit the method of obtaining the first preset value, but only needs to ensure that the difference between the second speed and the first preset value is not greater than the preset speed.

[0064] In some embodiments, the first rotational speed is increased to a first preset value within a first preset time period. The first preset time is greater than or equal to 50 milliseconds and less than or equal to 100 milliseconds. For example, the first preset time is 60 milliseconds, 70 milliseconds, or 80 milliseconds, which can be set according to actual needs. In this way, the rotational speed of the inner ring can be quickly increased to near the rotational speed of the outer ring, thereby improving the working efficiency of the clutch.

[0065] In some embodiments, the vehicle includes a motor, and an inner ring is driven to the motor to drive the inner ring to rotate. The motor is controlled according to a first preset value. When the rotational speed of the inner ring increases to the first preset value, the inner ring will rotate at the first preset value, but there will be fluctuations in rotational speed. The above control method is to increase the first rotational speed according to the rotational speed closed-loop control method.

[0066] Step 204: Obtain the target torque of the inner ring.

[0067] In some embodiments, the target torque of the inner ring is obtained by: obtaining the first angular acceleration of the outer ring; calculating the second angular acceleration of the inner ring based on the first angular acceleration of the outer ring; wherein the second angular acceleration is greater than the first angular acceleration; and calculating the target torque based on the second angular acceleration and the moment of inertia of the inner ring.

[0068] In some embodiments, since the outer ring is connected to the vehicle's wheels via a drive system, the angular acceleration of the wheels can be obtained through the vehicle's sensors, thereby determining the first angular acceleration of the outer ring. Alternatively, the first angular acceleration can be calculated by obtaining the torque of the outer ring and its moment of inertia. It is understood that this embodiment does not specifically limit the method of obtaining the first angular acceleration.

[0069] In some embodiments, the ratio of the second angular acceleration to the first angular acceleration is between 1.05 and 1.1. For example, the ratio of the second angular acceleration to the first angular acceleration is 1.06, 1.07, or 1.08. In this way, it can be ensured that the first rotational speed of the inner ring can be increased to the same level as the second rotational speed of the outer ring under torque closed-loop control.

[0070] Step 205: Control the inner ring rotation according to the target torque to increase the first speed to be equal to the second speed.

[0071] In some embodiments, the first preset value is increased to be equal to the second rotational speed within a second preset time period. The second preset time is greater than or equal to 50 milliseconds and less than or equal to 100 milliseconds. For example, the second preset time is 60 milliseconds, 70 milliseconds, or 80 milliseconds, and can be set according to actual needs. It is understood that the second preset time can be the same as or different from the first preset time, and this embodiment does not specifically limit it in this way.

[0072] In some embodiments, the motor is controlled according to the target torque. Since the target torque divided by the rotational inertia of the inner ring equals the second angular acceleration of the inner ring, the rotational speed of the inner ring is not precisely controlled, but the initial rotational speed will increase in one direction without fluctuations. The above control method increases the initial rotational speed based on torque closed-loop control.

[0073] Compared with related technologies, the embodiments of this application have at least the following advantages: When the power system or vehicle needs to switch from series mode to parallel mode, the first speed of the inner race and the second speed of the outer race are obtained, so as to detect whether the clutch meets the mode switching conditions based on the first and second speeds. When the clutch does not meet the mode switching conditions, the first speed is increased through speed closed-loop control, and then the first speed is further increased through torque closed-loop control until the clutch meets the mode switching conditions. The clutch is then controlled to switch from the disengaged state to the engaged state, so that the vehicle or power system switches from series mode to parallel mode. This allows for a rapid increase in the first speed while avoiding the situation where "directly increasing the first speed to the same level as the second speed through speed closed-loop control causes fluctuations in the first speed when it approaches the second speed, resulting in vibration of the inner race and subsequent impact of the inner race on the outer race." This avoids impact during clutch mode switching, extends the clutch's service life, and improves the user experience.

[0074] Please refer to Figure 6 , Figure 6 This is a schematic flowchart of a clutch control method provided in one embodiment of this application. This embodiment is a detailed description of the foregoing embodiment and further illustrates another way of detecting whether a vehicle meets the conditions for shifting gears.

[0075] This embodiment applies to vehicles, and the specific process is as follows: Figure 6 As shown, it includes the following steps:

[0076] Step 301: When it is detected that the power system or vehicle needs to switch from series mode to parallel mode, adjust the inner and outer rings to rotate in the same direction and obtain the first speed of the inner ring and the second speed of the outer ring.

[0077] Step 302: Calculate the ratio of the second rotational speed to the first rotational speed, and check whether the ratio of the second rotational speed to the first rotational speed is less than or equal to a preset threshold. If the ratio of the second rotational speed to the first rotational speed is greater than the preset threshold, proceed to step 303; otherwise, proceed to step 304.

[0078] In some embodiments, the size of the preset threshold is not specifically limited, but can be set according to actual needs. For example, the preset threshold can be 1.1, 1.2, etc.

[0079] It is worth noting that by setting this range of preset thresholds, it can be ensured that the speed difference between the inner and outer rings of the clutch will not be too large when the vehicle is in parallel mode. This reduces the relative sliding time between the inner and outer rings when the vehicle is in parallel mode, thereby reducing the noise and wear generated by the clutch during mode switching.

[0080] Step 303: Obtain the first preset value of the inner ring, and increase the first rotation speed according to the first preset value until the first rotation speed is increased to the first preset value; the first preset value is less than the second rotation speed, and the difference between the second rotation speed and the first preset value is less than or equal to the preset rotation speed.

[0081] Step 304: Obtain the target torque of the inner ring.

[0082] Step 305: Control the inner ring to rotate according to the target torque so that the first speed is increased to be equal to the second speed.

[0083] Steps 301, 303 to 305 in this embodiment are similar to steps 201, 203 to 205 in the previous embodiment. To avoid repetition, they will not be described again here.

[0084] Compared with related technologies, the embodiments of this application have at least the following advantages: When the power system or vehicle needs to switch from series mode to parallel mode, the first speed of the inner race and the second speed of the outer race are obtained, so as to detect whether the clutch meets the mode switching conditions based on the first and second speeds. When the clutch does not meet the mode switching conditions, the first speed is increased through speed closed-loop control, and then the first speed is further increased through torque closed-loop control until the clutch meets the mode switching conditions. The clutch is then controlled to switch from the disengaged state to the engaged state, so that the vehicle or power system switches from series mode to parallel mode. This allows for a rapid increase in the first speed while avoiding the situation where "directly increasing the first speed to the same level as the second speed through speed closed-loop control causes fluctuations in the first speed when it approaches the second speed, resulting in vibration of the inner race and subsequent impact of the inner race on the outer race." This avoids impact during clutch mode switching, extends the clutch's service life, and improves the user experience.

[0085] Please refer to Figure 7This is a structural schematic diagram of a vehicle 100 provided in an embodiment of this application. The vehicle 100 includes: a control device 10, an acquisition device 20, a power device 30, and a clutch 40. The clutch 40 includes an inner ring 401, an outer ring 402, and a cam 403. The cam 403 is disposed between the inner ring 401 and the outer ring 402, and the inner ring 401 and the outer ring 402 are engaged by the cam 403. The control device 10 is used to detect whether the vehicle 100 has a need to switch from a series mode to a parallel mode. The acquisition device 20 is used to adjust the inner ring 401 and the outer ring 402 to rotate in the same direction when the control device 10 detects that the vehicle 100 has a need to switch from a series mode to a parallel mode, thereby acquiring the current... The inner ring 401 has a first rotational speed and the outer ring 402 has a second rotational speed; wherein, in the series mode, the first rotational speed is less than the second rotational speed, the clutch 40 is in a disengaged state, and the inner ring 401 cannot drive the outer ring 402 to rotate synchronously via the cam 403; the control device 10 is also used to detect whether the clutch 40 meets the mode switching conditions based on the first rotational speed and the second rotational speed, and when it is detected that the clutch 40 does not meet the mode switching conditions, it controls the clutch 40 to enter the first acceleration mode; wherein, when the clutch 40 is in the first acceleration mode, the power unit 30 increases the first rotational speed to a first preset value according to the rotational speed closed-loop control method. The control device 10 is also used to control the clutch 40 to enter a second acceleration mode after the first speed is increased to a first preset value; wherein, when the clutch 40 is in the second acceleration mode, the power unit 30 continues to increase the first speed according to the torque closed-loop control method until the clutch meets the mode switching conditions; wherein, when the clutch 40 is in the second acceleration mode, the power unit 30 continues to increase the first speed according to the torque closed-loop control method until the clutch 40 meets the mode switching conditions, and controls the clutch to switch from the disengaged state to the engaged state, the cam 403 abuts against the inner ring 401 and the outer ring 402 respectively, and the inner ring 401 can drive the outer ring 402 to rotate synchronously through the cam 403, so that the vehicle 100 switches from the series mode to the parallel mode.

[0086] Please refer to Figure 8 This is a schematic diagram of the hardware structure of the electronic device 1000 provided in an embodiment of this application. Figure 8 As shown, the electronic device 1000 may include a processor 1001 and a memory 1002. The memory 1002 is used to store one or more computer programs 1003. The one or more computer programs 1003 are configured to be executed by the processor 1001. The one or more computer programs 1003 include instructions that can be used to implement the clutch control method described above in the electronic device 1000.

[0087] It is understood that the structure illustrated in this embodiment does not constitute a specific limitation on the electronic device 1000. In other embodiments, the electronic device 1000 may include more or fewer components than illustrated, or combine some components, or split some components, or have different component arrangements.

[0088] Processor 1001 may include one or more processing units, such as application processors (APs), modems, graphics processing units (GPUs), image signal processors (ISPs), controllers, video codecs, digital signal processors (DSPs), baseband processors, and / or neural network processing units (NPUs). These different processing units may be independent devices or integrated into one or more processors.

[0089] The processor 1001 may also include a memory for storing instructions and data. In some embodiments, the memory in the processor 1001 is a cache memory. This memory can store instructions or data that the processor 1001 has just used or that are used repeatedly. If the processor 1001 needs to use the instruction or data again, it can retrieve it directly from this memory. This avoids repeated accesses, reduces the waiting time of the processor 1001, and thus improves the efficiency of the system.

[0090] In some embodiments, the processor 1001 may include one or more interfaces. Interfaces may include an inter-integrated circuit (I2C) interface, an inter-integrated circuit sound (I2S) interface, a pulse code modulation (PCM) interface, a universal asynchronous receiver / transmitter (UART) interface, a mobile industry processor interface (MIPI), a general-purpose input / output (GPIO) interface, a SIM interface, and / or a USB interface, etc.

[0091] In some embodiments, the processor 1001 is used to execute acceleration schemes such as Single Instruction Multiple Data (SIMD) and Very Long Instruction Word (VLIW).

[0092] In some embodiments, memory 1002 may include high-speed random access memory, and may also include non-volatile memory, such as hard disk, memory, plug-in hard disk, smart media card (SMC), secure digital (SD) card, flash card, at least one disk storage device, flash memory device, or other volatile solid-state storage device.

[0093] Please refer to Figure 9 This is a schematic diagram of the power system provided in an embodiment of this application. The power system 50 includes an engine 501, a drive motor 502, a clutch 503, a differential 504, and a transmission system 505. The clutch 503 includes an inner ring 5031, an outer ring 5032, and a cam 5033. The cam 5033 is disposed between the inner ring 5031 and the outer ring 5032. The inner ring 5031 and the outer ring 5032 are engaged by the cam 5033. The inner ring 5031 is drive-connected to the engine 501, and the outer ring 5032 is drive-connected to the differential 504 through the transmission system 505. The drive motor 502 is drive-connected to the differential 504 through at least a portion of the transmission system 505. The power system 50 is configured to control the clutch 503 to switch from a disengaged state to an engaged state under the above-described clutch control method, so that the power system 50 switches from a series mode to a parallel mode.

[0094] Specifically, Figure 9 The power system 50 shown is a hybrid transmission system. Through clutch control, it can realize a pure electric output mode in which the drive motor 502 outputs power alone, and a hybrid output mode in which the drive motor 502 and the engine 501 output power together. It can adapt to different operating conditions and improve the output characteristics or energy consumption performance of the power system 50.

[0095] Please see further. Figure 9 The transmission system 505 includes an output shaft 505a, a first gear 505b, a second gear 505c, and a third gear 505d connected axially spaced on the output shaft 505a, an outer ring 5032 connected to a fourth gear 503a, and a drive motor 502 connected to a fifth gear 502a; wherein, the first gear 505b meshes with the fifth gear 502a, the second gear 505c meshes with the differential 504, and the third gear 505d meshes with the fourth gear 503a.

[0096] To facilitate understanding, the working principle of the powertrain system 50 in hybrid output mode will be explained in detail below:

[0097] On one hand, the drive motor 502 drives the fifth gear 502a to rotate, causing the first gear 505b, which meshes with the fifth gear 502a, to rotate. Since the first gear 505b is connected to the output shaft 505a, the second gear 505c and the third gear 505d, which are also connected to the output shaft 505a, rotate in tandem with the rotation of the first gear 505b. The second gear 505c transmits the output of the drive motor 502 to the differential 504. Since the differential 504 is connected to the wheel 70 through the half-shaft 80, the drive motor 502 can drive the wheel 70 to rotate. In addition, the fourth gear 503a, which meshes with the third gear 505d, rotates, thereby driving the outer ring 5032 connected to the fourth gear 503a to rotate.

[0098] On the other hand, the engine 501 drives the inner ring 5031 to rotate. When the inner ring 5031 and the outer ring 5032 rotate at the same speed, the torque of the inner ring 5031 is transmitted to the outer ring 5032, so that the outer ring 5032 transmits the torque to the transmission system 505 through the meshing of the fourth gear 503a and the third gear 505d, and then through the transmission system 505 to the differential 504, so that the engine 501 can drive the wheel 70 to rotate.

[0099] Please refer to Figure 10 , Figure 10 This is another schematic diagram of the power system provided in an embodiment of this application. The power system 60 includes an engine 601, a drive motor 602, a clutch 603, a differential 604, and a transmission system 605. The clutch 603 includes an inner ring 6031, an outer ring 6032, and a cam 6033. The cam 6033 is disposed between the inner ring 6031 and the outer ring 6032. The inner ring 6031 and the outer ring 6032 are engaged by the cam 6033. The inner ring 6031 is drive-connected to the engine 601, and the outer ring 6032 is drive-connected to the differential 604 through the transmission system 605. The drive motor 602 is drive-connected to the differential 604. The power system 60 is configured to control the clutch 603 from a disengaged state to an engaged state under the above-described clutch control method, so that the power system 60 switches from a series mode to a parallel mode.

[0100] Specifically, the power system 60 also includes a differential 604 and a transmission system 605. The transmission system 605 includes an output shaft 605a, a first gear 605b and a second gear 606c connected axially to the output shaft 605a, an outer ring 6032 connected to a third gear 603a, and a drive motor 602 connected to a fourth gear 602a. The first gear 605b meshes with one side of the differential 604, the second gear 606c meshes with the third gear 603a, and the fourth gear 602a meshes with the other side of the differential 604.

[0101] Figure 10 The principle of the power system 60 shown is similar to Figure 9 The principle of the power system 50 shown is roughly the same, so it will not be described again here to avoid repetition.

[0102] It should be noted that, Figure 9 and Figure 10 The power system shown includes one gear. In practical applications, the power system may include multiple gears. This embodiment does not specifically limit the number of gears included in the power system.

[0103] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any changes or substitutions within the technical scope disclosed in this application should be covered within the scope of protection of this application.

Claims

1. A method for controlling a clutch, characterized in that, The clutch includes an inner ring, an outer ring, and a cam, the cam being disposed between the inner ring and the outer ring, the inner ring and the outer ring being engaged by the cam; the control method includes: When a need is detected for the power system or vehicle to switch from series mode to parallel mode, the inner ring and the outer ring are adjusted to rotate in the same direction, and the first speed of the inner ring and the second speed of the outer ring are obtained; wherein, if the first speed is less than the second speed, the clutch is in the disengaged state, and the inner ring cannot drive the outer ring to rotate synchronously through the cam. The clutch is detected to meet the mode switching conditions based on the first speed and the second speed. If the clutch does not meet the mode switching conditions, the clutch is controlled to enter the first acceleration mode. When the clutch is in the first acceleration mode, the first speed is increased to a first preset value according to the speed closed-loop control method, and then the clutch is controlled to enter the second acceleration mode. When the clutch is in the second acceleration mode, the first speed is further increased according to the torque closed-loop control method until the clutch meets the mode switching conditions. The clutch is then controlled to switch from the disengaged state to the engaged state. The cam abuts against the inner ring and the outer ring respectively. The inner ring can drive the outer ring to rotate synchronously through the cam, so that the power system or the vehicle switches from the series mode to the parallel mode.

2. The clutch control method according to claim 1, characterized in that, The step of detecting whether the clutch meets the mode switching conditions based on the first speed and the second speed includes: Calculate the difference between the second rotational speed and the first rotational speed, and detect whether the difference between the second rotational speed and the first rotational speed is greater than a preset rotational speed; When the difference between the second speed and the first speed is detected to be greater than the preset speed, it is detected that the clutch does not meet the mode switching condition.

3. The clutch control method according to claim 2, characterized in that, The step of controlling the clutch to enter the first acceleration mode when the clutch is detected to not meet the mode switching conditions includes: When the difference between the second rotational speed and the first rotational speed is detected to be greater than the preset rotational speed, the first preset value is obtained; wherein, the first preset value is less than the second rotational speed, and the difference between the second rotational speed and the first preset value is less than or equal to the preset rotational speed; Increase the first rotational speed to the first preset value.

4. The clutch control method according to claim 3, characterized in that, Obtaining the first preset value includes: Calculate the difference between the second rotational speed and the preset rotational speed, and use the difference between the second rotational speed and the preset rotational speed as the first preset value.

5. The clutch control method according to claim 1, characterized in that, The step of increasing the first speed to a first preset value according to the speed closed-loop control method, and then controlling the clutch to enter the second acceleration mode, includes: After increasing the first speed to the first preset value according to the speed closed-loop control method, the target torque of the inner ring is obtained; The inner ring is rotated according to the target torque until the first rotational speed is increased to be equal to the second rotational speed.

6. The clutch control method according to claim 5, characterized in that, The process of obtaining the target torque of the inner ring includes: Obtain the first angular acceleration of the outer ring; The second angular acceleration of the inner ring is calculated based on the first angular acceleration of the outer ring; wherein the second angular acceleration is greater than the first angular acceleration; The target torque is calculated based on the second angular acceleration and the moment of inertia of the inner ring.

7. The clutch control method according to claim 6, characterized in that, The ratio of the second angular acceleration to the first angular acceleration is between 1.05 and 1.

1.

8. A vehicle, characterized in that, It includes: a control device, a acquisition device, a power device, and a clutch, wherein the clutch includes an inner ring, an outer ring, and a cam, the cam being disposed between the inner ring and the outer ring, and the inner ring and the outer ring being engaged by the cam; The control device is used to detect whether the vehicle needs to switch from series mode to parallel mode; The acquisition device is used to adjust the inner ring and the outer ring to rotate in the same direction when the control device detects that the vehicle needs to switch from series mode to parallel mode, and to acquire the first speed of the inner ring and the second speed of the outer ring; wherein, the first speed is less than the second speed, the clutch is in a disengaged state, and the inner ring cannot drive the outer ring to rotate synchronously through the cam. The control device is further configured to detect whether the clutch meets the mode switching conditions based on the first speed and the second speed, and when it is detected that the clutch does not meet the mode switching conditions, control the clutch to enter the first acceleration mode; wherein, when the clutch is in the first acceleration mode, the power unit increases the first speed to a first preset value according to the speed closed-loop control method; The control device is further configured to control the clutch to enter a second acceleration mode after the first speed is increased to the first preset value; wherein, when the clutch is in the second acceleration mode, the power unit continues to increase the first speed according to the torque closed-loop control method until the clutch meets the mode switching conditions, and controls the clutch to switch from the disengaged state to the engaged state, the cam abuts against the inner ring and the outer ring respectively, and the inner ring can drive the outer ring to rotate synchronously through the cam, so as to switch the power system or the vehicle from the series mode to the parallel mode.

9. An electronic device, characterized in that, The electronic device includes a processor and a memory, the memory being used to store instructions, and the processor being used to invoke the instructions in the memory, causing the electronic device to execute the clutch control method according to any one of claims 1 to 7.

10. A power system, characterized in that, The power system includes an engine, a drive motor, a clutch, a differential, and a transmission system; The clutch includes an inner ring, an outer ring, and a cam. The cam is disposed between the inner ring and the outer ring. The inner ring and the outer ring are engaged by the cam. The inner ring is driven to the engine. The outer ring is driven to the differential through the transmission system. The drive motor is driven to the differential or driven to the differential through at least part of the transmission system. The power system is configured to control the clutch to switch from a disengaged state to an engaged state under the clutch control method of any one of claims 1 to 7, so that the power system switches from a series mode to a parallel mode.

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