A control method, device and storage medium for a disconnect mechanism

Abstract

The present application provides a control method, device, and storage medium for a disconnect mechanism. The control method includes: detecting the motor temperature corresponding to the auxiliary motor through a motor control unit; detecting whether the disconnect mechanism is successfully engaged through the disconnect mechanism control unit when the disconnect mechanism switches from a disconnected state to an engaged state; obtaining the current state of the disconnect mechanism through the disconnect mechanism control unit when the motor temperature is lower than a first preset temperature threshold and the disconnect mechanism is not successfully engaged; determining a target heating strategy and a target control unit based on the current state, and heating the auxiliary motor according to the target heating strategy through the target control unit; and controlling the target control unit to stop heating the auxiliary motor when the motor temperature is greater than a second preset temperature threshold. The present application can adopt different heating measures for different disconnect mechanism states, so that the auxiliary motor can return to normal operating temperature as quickly as possible, thereby improving the reliability of the vehicle power system in low-temperature environments.

Description

Technical Field

[0001] The present application relates to the field of automotive technology, and in particular to a control method, device, and storage medium for a disconnect mechanism. Background Art

[0002] At present, pure electric four-wheel drive vehicles usually adopt a power form that combines a front drive motor and a rear drive motor, in which the front drive motor is an auxiliary motor. In order to achieve the best economy, a disconnect mechanism control unit (Actuator Control Unit for Electrical Axle Actuator, ACU) is set between the front drive motor and the front axle. The ACU selectively connects or disconnects the power transmission between the front drive motor and the front axle, controls the front drive motor to perform auxiliary drive, or stops the auxiliary drive to meet the different driving needs of the vehicle. It can also minimize the energy loss generated by the drive motor at high speed rotation and improve the economy of the whole vehicle. Among them, when the ACU controls the disconnect mechanism to switch from the disconnected state to the engaged state, it needs to adjust the speed of the front drive motor to the same speed as the wheel-end reduction box before it can be engaged.

[0003] However, when the front drive motor is at an extremely low temperature, the low temperature will reduce the available torque of the motor, affect the speed of the motor, cause the disconnect mechanism state switching to fail, and thus affect the power of the entire vehicle. Summary of the Invention

[0004] The embodiments of the present application provide a control method, device, and storage medium for a disconnect mechanism to solve the problem of how to recover from a state switching failure of a disconnect mechanism caused by low temperature.

[0005] In a first aspect, an embodiment of the present application provides a method for controlling a disconnect mechanism, which is applied to a control system including a disconnect mechanism control unit, a motor control unit, and a vehicle control unit; the disconnect mechanism is disposed between the auxiliary motor and the front axle, and the method includes:

[0006] detecting the motor temperature corresponding to the auxiliary motor by the motor control unit;

[0007] When the disconnect mechanism switches from the disconnect state to the engaged state, the disconnect mechanism control unit detects whether the disconnect mechanism is successfully engaged;

[0008] When the temperature of the motor is lower than a first preset temperature threshold and the disconnect mechanism is not successfully engaged, obtaining a current state of the disconnect mechanism through the disconnect mechanism control unit, wherein the current state includes a disconnect state and a partially engaged state;

[0009] Determine a target heating strategy and a target control unit for executing the target heating strategy according to the current state, and heat the auxiliary motor according to the target heating strategy by the target control unit; wherein the target control unit is one of the motor control unit and the vehicle control unit;

[0010] When the motor temperature is greater than a second preset temperature threshold, controlling the target control unit to stop heating the auxiliary motor;

[0011] Wherein, when the disconnection mechanism is in the disconnected state, the auxiliary motor and the front axle are disengaged; when the disconnection mechanism is in the engaged state, the auxiliary motor and the front axle are engaged; when the disconnection mechanism is in the partially engaged state, the auxiliary motor and the front axle are partially engaged; the second preset temperature threshold is higher than the first preset temperature threshold.

[0012] In a second aspect, an embodiment of the present application further provides a control device for a disconnect mechanism, which is applied to a control system including a disconnect mechanism control unit, a motor control unit, and a vehicle control unit; the disconnect mechanism is disposed between the auxiliary motor and the front axle, and the device includes:

[0013] a first detection module, configured to detect a motor temperature corresponding to the auxiliary motor through the motor control unit;

[0014] a second detection module, configured to detect whether the disconnect mechanism is successfully engaged through the disconnect mechanism control unit when the disconnect mechanism switches from the disconnect state to the engaged state;

[0015] a first acquisition module, configured to acquire, through the disconnection mechanism control unit, a current state of the disconnection mechanism when the temperature of the motor is lower than a first preset temperature threshold and the disconnection mechanism is not successfully engaged, wherein the current state includes a disconnection state and a partially engaged state;

[0016] a first processing module, configured to determine a target heating strategy and a target control unit for executing the target heating strategy based on the current state, and heat the auxiliary motor according to the target heating strategy through the target control unit; wherein the target control unit is one of the motor control unit and the vehicle control unit;

[0017] a second processing module, configured to control the target control unit to stop heating the auxiliary motor when the motor temperature is greater than a second preset temperature threshold;

[0018] Wherein, when the disconnection mechanism is in the disconnected state, the auxiliary motor and the front axle are disengaged; when the disconnection mechanism is in the engaged state, the auxiliary motor and the front axle are engaged; when the disconnection mechanism is in the partially engaged state, the auxiliary motor and the front axle are partially engaged; the second preset temperature threshold is higher than the first preset temperature threshold.

[0019] In a third aspect, an embodiment of the present application further provides an electronic device comprising a processor, a memory, and a computer program stored in the memory and executable on the processor, wherein the computer program implements the above-mentioned control method of the disconnection mechanism when executed by the processor.

[0020] In a fourth aspect, an embodiment of the present application further provides a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, the control method of the disconnection mechanism described above is implemented.

[0021] The embodiments of the present application include at least the following technical effects:

[0022] The technical solution of the embodiment of the present application obtains the current state of the disconnect mechanism when the motor temperature corresponding to the auxiliary motor is below a first preset temperature threshold and the disconnect mechanism fails to switch from the disconnected state to the engaged state. Based on the current state, a target heating strategy and a target control unit are determined. The target control unit then heats the auxiliary motor according to the target heating strategy. Furthermore, the motor temperature is detected during the heating process, and heating of the auxiliary motor is stopped when the motor temperature exceeds a second preset temperature threshold. Effective heating measures can be taken for different disconnect mechanism states, allowing the auxiliary motor to quickly return to its normal operating temperature, ensuring that the disconnect mechanism can subsequently switch smoothly to the engaged state, maintaining the normal operation of the four-wheel drive system, and improving the reliability of the vehicle's powertrain in low-temperature environments. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art.

[0024] Figure 1 This is one of the flow charts of the control method of the disconnection mechanism provided in the embodiment of the present application;

[0025] Figure 2 This is the second flow chart of the control method of the disconnection mechanism provided in the embodiment of the present application;

[0026] Figure 3 is a structural schematic diagram of a control device for a disconnect mechanism provided in an embodiment of the present application;

[0027] Figure 4 A block diagram of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0028] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are part of the embodiments of this application, not all of them. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0029] It should be understood that references throughout this specification to "one embodiment" or "an embodiment" mean that a particular feature, structure, or characteristic associated with the embodiment is included in at least one embodiment of the present application. Therefore, the appearances of "in one embodiment" or "in an embodiment" throughout this specification do not necessarily refer to the same embodiment. Furthermore, these particular features, structures, or characteristics may be combined in any suitable manner in one or more embodiments.

[0030] In the various embodiments of the present application, it should be understood that the size of the serial numbers of the following processes does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0031] Currently, pure electric four-wheel drive vehicles typically use a power system that combines a front drive motor and a rear drive motor, with the front drive motor serving as an auxiliary motor. A disconnect mechanism and an Actuator Control Unit for Electrical Axle Actuator (ACU) are installed between the front drive motor and the front axle. When rapid acceleration is required for overtaking or driving on a steep slope, the ACU controls the disconnect mechanism, coupling the front drive motor to the front axle, allowing the vehicle to achieve more powerful power output. Conversely, when the vehicle is traveling at medium or low speeds, or under operating conditions where the auxiliary motor is not required, the ACU controls the disconnect mechanism, mechanically disconnecting the front drive motor from the front axle, avoiding energy consumption and improving the vehicle's overall economic efficiency.

[0032] In related art, the disconnect mechanism includes two gears: N and 1. N corresponds to the disconnected state, in which the power transmission path between the auxiliary motor and the wheel-end reduction gearbox is cut off. That is, the auxiliary motor is disconnected from the front axle, and the auxiliary motor is in a free state, not providing power to the vehicle's drive system. 1 corresponds to the engaged state, in which the auxiliary motor is connected to the wheel-end reduction gearbox, that is, the auxiliary motor is engaged with the front axle. The auxiliary motor's power can be effectively transmitted to the wheels, thereby participating in the vehicle's drive process and providing additional power support.

[0033] When the disconnect mechanism switches from neutral to first gear, the auxiliary motor must be adjusted to the same speed as the wheel-end gearbox for engagement. If the motor speed is inconsistent with the wheel-end gearbox speed, a significant impact will occur at the moment of engagement, causing collision between the gears and, in severe cases, damaging components such as the gears and clutch. By adjusting the speeds of the two to be the same, power is transmitted smoothly during the engagement process, minimizing damage to the vehicle's drivetrain and improving driving comfort.

[0034] However, in the extremely low temperatures of winter in northern China, the lubricant's viscosity increases due to the low temperatures. Thermal expansion and contraction of metal components also change the clearances between components, reducing the motor's mechanical friction coefficient. Because the motor's torque output relies on friction between mechanical components to transmit power, when friction decreases, the motor's effective torque output capacity also decreases. Simultaneously, the resistance of the motor windings decreases with decreasing temperature. With constant voltage, this decrease in resistance leads to an increase in current. Because motor speed is related to electromagnetic torque and power, when power remains constant but torque decreases due to factors such as a lower friction coefficient, motor speed is inevitably affected. Consequently, even with constant motor output power, the motor speed will decrease. This decrease in speed directly impacts speed regulation time, as it requires more time to adjust the motor speed to the same speed as the wheel-end reduction gearbox.

[0035] Based on the above analysis, when the front drive motor is in an extremely low temperature condition, the low temperature will reduce the available torque of the motor, affect the speed regulation rate of the motor, cause the disconnect mechanism state switching to fail, and thus affect the power performance of the entire vehicle.

[0036] Based on this, in order to solve the problem of how to recover from the failure of the disconnect mechanism to switch states due to low temperature, the present application provides a control strategy for the disconnect mechanism, which can take effective heating measures for different disconnect mechanism states, so that the auxiliary motor can return to normal operating temperature as soon as possible, ensuring that the disconnect mechanism can subsequently switch smoothly to the engaged state, ensuring the normal operation of the four-wheel drive system, and improving the reliability of the vehicle power system in low temperature environments.

[0037] like Figure 1 As shown, an embodiment of the present application provides a control method for a disconnect mechanism, wherein the disconnect mechanism is provided between the auxiliary motor and the front axle, the method comprising:

[0038] Step 101: Detect the motor temperature corresponding to the auxiliary motor through a motor control unit.

[0039] The control method of the disconnect mechanism provided in the embodiment of the present application is applied to a control system, which includes a disconnect mechanism control unit, a motor control unit and a vehicle control unit.

[0040] Specifically, the motor temperature of the auxiliary motor is continuously monitored by the motor control unit. When it is detected that the motor temperature is lower than a first preset temperature threshold (for example, -25°C), it indicates that the motor is in a low temperature environment and its mechanical and electrical performance may be affected.

[0041] Step 102: When the disconnect mechanism switches from the disconnect state to the engaged state, the disconnect mechanism control unit detects whether the disconnect mechanism is successfully engaged.

[0042] Specifically, the vehicle control unit determines whether the auxiliary motor is required to provide power based on vehicle driving information, road conditions, and other information. If the auxiliary motor is required to provide power, an engagement instruction is sent to the disconnect mechanism control unit, which controls the disconnect mechanism to switch from a disconnected state to an engaged state based on the engagement instruction. Similarly, if the auxiliary motor is not required to provide power, a disconnect instruction is sent to the disconnect mechanism control unit, which controls the disconnect mechanism to switch from an engaged state to a disconnected state based on the disconnect instruction.

[0043] In the embodiment of the present application, when the disconnection mechanism fails to switch from the disconnected state to the engaged state, the disconnection mechanism control unit detects whether the disconnection mechanism is successfully engaged.

[0044] Step 103: When the motor temperature is lower than the first preset temperature threshold and the disconnection mechanism is not successfully engaged, obtain the current state of the disconnection mechanism through the disconnection mechanism control unit;

[0045] Wherein, the current state includes a disconnected state and a partially connected state;

[0046] When the disconnect mechanism is in the disconnect state, the auxiliary motor and the front axle are disconnected; when the disconnect mechanism is in the engaged state, the auxiliary motor and the front axle are engaged; when the disconnect mechanism is in the partially engaged state, the auxiliary motor and the front axle are partially engaged;

[0047] Specifically, if the motor temperature falls below a first preset temperature threshold and the disconnect mechanism fails to engage, this indicates that the disconnect mechanism's switching failure may be due to insufficient motor output torque due to low temperature, poor lubrication hindering the movement of mechanical components, or other low-temperature-related factors. At this point, the disconnect mechanism control unit obtains the current state of the disconnect mechanism, which includes both a disconnected state and a partially engaged state, to facilitate subsequent selection of an appropriate heating strategy based on the current state.

[0048] For example, the current state of the disconnect mechanism can be determined by a position sensor or other detection device installed on the disconnect mechanism. If the sensor detects that the connecting parts of the disconnect mechanism are completely separated, it corresponds to the disconnected state; if the sensor detects that the connecting parts are in a certain degree of contact but not fully engaged, it corresponds to the partially engaged state.

[0049] Step 104: determining a target heating strategy and a target control unit for executing the target heating strategy based on the current state, and heating the auxiliary motor according to the target heating strategy through the target control unit;

[0050] Wherein, the target control unit is one of the motor control unit and the vehicle control unit.

[0051] After determining the current state of the disconnect mechanism, a target heating strategy and a target control unit for executing the target heating strategy are determined based on the current state. The target control unit is one of the motor control unit and the vehicle control unit. When the disconnect mechanism is determined to be in the disconnected state, that is, the disconnect mechanism has returned to the N gear, the auxiliary motor is not connected to the front axle, and the rotation of the drive motor will not affect the vehicle's travel. Therefore, a strategy of self-heating the auxiliary motor can be adopted. When the disconnect mechanism is in a partially engaged state, that is, the disconnect mechanism is in a position between the N gear and the 1st gear, the auxiliary motor is partially connected to the front axle, and the rotation of the drive motor will affect the vehicle's travel. In this case, the vehicle's thermal management system can utilize the residual heat of the battery and other motors (such as the rear axle motor) to heat the auxiliary motor.

[0052] Step 105 : When the motor temperature is greater than a second preset temperature threshold, the target control unit is controlled to stop heating the auxiliary motor.

[0053] The second preset temperature threshold is higher than the first preset temperature threshold.

[0054] Specifically, while the target control unit is executing the target heating strategy, the motor control unit continuously monitors the motor temperature. When the motor temperature exceeds a second preset temperature threshold (e.g., 0°C), its mechanical and electrical properties have essentially returned to normal, meeting the requirements for the disconnect mechanism to switch to the engaged state. Continuing heating would not only waste energy but could also cause overheating damage to the motor. At this point, the target control unit is controlled to stop heating the auxiliary motor.

[0055] In this embodiment of the present application, when the motor temperature corresponding to the auxiliary motor falls below a first preset temperature threshold and the disconnect mechanism fails to switch from the disconnected state to the engaged state, the current state of the disconnect mechanism is obtained. Based on the current state, a target heating strategy and a target control unit are determined. The target control unit then heats the auxiliary motor according to the target heating strategy. Furthermore, by detecting the motor temperature during the heating process and stopping heating the auxiliary motor when the motor temperature exceeds a second preset temperature threshold, effective heating measures can be taken for different disconnect mechanism states, allowing the auxiliary motor to quickly return to its normal operating temperature, ensuring that the disconnect mechanism can subsequently switch smoothly to the engaged state, and guaranteeing the normal operation of the four-wheel drive system, thereby improving the reliability of the vehicle's powertrain in low-temperature environments.

[0056] In an optional embodiment of the present application, determining a target heating strategy and a target control unit for executing the target heating strategy according to the current state includes:

[0057] When the current state is the disconnected state, determining the first heating strategy as the target heating strategy, and determining the motor control unit as the target control unit;

[0058] When the current state is the partially coupled state, the second heating strategy is determined as the target heating strategy, and the vehicle control unit is determined as the target control unit.

[0059] In specific implementations, when the disconnect mechanism is determined to be in the disconnected state, a first heating strategy is determined as the target heating strategy, and the motor control unit is determined as the target control unit. The first heating strategy uses the auxiliary motor to generate heat to increase its temperature. Because there is no mechanical connection between the auxiliary motor and the front axle in the disconnected state, starting the auxiliary motor to rotate does not directly interfere with vehicle movement.

[0060] When the disconnect mechanism is partially engaged, there is a partial connection between the auxiliary motor and the front axle. The second heating strategy is determined as the target heating strategy, and the vehicle control unit is designated as the target control unit. The second heating strategy utilizes heat generated by other vehicle components to heat the auxiliary motor. If the auxiliary motor were to start rotating independently at this point, the uncertainty of the connection could damage the disconnect mechanism or the front axle.

[0061] The above-described embodiment of the present application utilizes different heating strategies based on the current state of the disconnect mechanism, enabling more precise heating operations. This effectively protects vehicle components such as the auxiliary motor, disconnect mechanism, and front axle, reducing component wear, deformation, and damage caused by improper heating or operation. This reduces vehicle maintenance costs and failure rates, extends vehicle service life, and improves vehicle reliability and durability. Furthermore, this approach of selecting the appropriate heating strategy based on different states helps optimize vehicle energy management and improve energy efficiency. For pure electric or hybrid vehicles, this can extend the vehicle's range.

[0062] In an optional embodiment of the present application, when the target heating strategy is the first heating strategy, heating the auxiliary motor according to the target heating strategy by the target control unit includes:

[0063] sending a first heating request to the motor control unit via the disconnect mechanism control unit;

[0064] The motor control unit controls the auxiliary motor to operate at a preset torque based on the first heating request.

[0065] During implementation, when the target heating strategy is determined to be the first heating strategy, the disconnect mechanism control unit sends a first heating request to the motor control unit. This first heating request includes key parameters related to the auxiliary motor's operation, such as the specific value of the preset torque, the operating direction, and the operating time. The motor control unit, as the component directly controlling the auxiliary motor's operation, controls the auxiliary motor's operation based on the first heating request upon receiving it.

[0066] The preset torque here is a suitable torque value verified by experiments, for example, set to 15 Nm.

[0067] By sending a first heating request to the motor control unit, a small torque (e.g., 15 Nm) is applied to the auxiliary motor, causing it to rotate slowly. During this rotation, the current flowing through the motor's internal windings generates heat, which is gradually transferred to other motor components and the surrounding lubricant, raising their temperature. At the same time, because the disconnect mechanism is in the disconnected state, this self-heating method does not directly interfere with the front axle or vehicle operation.

[0068] The above-described embodiment of the present application achieves precise control over the auxiliary motor heating process by sending a first heating request containing a preset torque to the motor control unit. The motor control unit can accurately drive the motor according to the set torque value, ensuring a relatively stable rate of heat generation. This avoids problems such as insufficient heating or overheating caused by unstable or inappropriate torque, effectively improving heating efficiency. This also increases the timeliness of the vehicle's four-wheel drive system returning to normal operation.

[0069] In an optional embodiment of the present application, when the target heating strategy is the second heating strategy, heating the auxiliary motor according to the target heating strategy by the target control unit includes:

[0070] Sending a second heating request to the vehicle control unit through the disconnect mechanism control unit;

[0071] The vehicle control unit adjusts the pipeline flow corresponding to the auxiliary motor in the thermal management system based on the second heating request.

[0072] During implementation, when the target heating strategy is determined to be the second heating strategy, the disconnect mechanism control unit sends a second heating request to the vehicle control unit. This second heating request contains key information regarding the auxiliary motor heating requirements, such as the flow rate to be adjusted and other parameter settings. Upon receiving this second heating request, the vehicle control unit adjusts the flow rate in the pipeline corresponding to the auxiliary motor in the thermal management system based on the second heating request.

[0073] It should be noted that the vehicle's thermal management system is responsible for coordinating heat distribution and regulation across all vehicle components, including temperature control of key components such as the battery and motor. In the thermal management system, coolant circulates through pipes between components requiring temperature regulation, transferring heat. Coolant circulation lines are located on the auxiliary motor. When the vehicle control unit receives a secondary heating request, it changes the coolant flow rate through the corresponding auxiliary motor lines by controlling the opening of the relevant valves and the duty cycle of the water pump.

[0074] Specifically, after receiving the second heating request, the vehicle control unit will increase the duty cycle of the water pump and adjust the opening of the corresponding valve, such as increasing the duty cycle of the water pump from the original 40% to 60%, so that more heat-carrying coolant flows through the auxiliary motor, allowing the auxiliary motor to absorb more heat from the coolant to increase its own temperature.

[0075] The above implementation scheme of the present application realizes heating by adjusting the pipeline flow corresponding to the auxiliary motor in the thermal management system by the vehicle control unit, making full use of the waste heat generated by other components of the vehicle (such as batteries, rear axle motors, etc.) during operation, avoiding energy waste, improving the overall energy utilization efficiency of the vehicle, and extending the cruising range.

[0076] In an optional embodiment of the present application, the method further includes:

[0077] When the motor temperature corresponding to the auxiliary motor is lower than the first preset temperature threshold, the disconnect mechanism control unit adjusts the combined diagnosis time corresponding to the disconnect mechanism from the first time to the second time, wherein the second time is greater than the first time;

[0078] Wherein, when the disconnect mechanism control unit receives the engagement instruction and fails to detect that the disconnect mechanism completes engagement within the engagement diagnosis time period, it is determined that the disconnect mechanism fails to engage successfully.

[0079] During the specific implementation process, when it is detected that the motor temperature is lower than the first preset temperature threshold, the low temperature may reduce the torque output of the motor, slow down the movement speed of the mechanical parts, and deteriorate the lubrication performance, etc., resulting in a delay in the engagement action of the disconnect mechanism. In order to more accurately judge the engagement state of the disconnect mechanism, the system will automatically adjust the corresponding engagement diagnostic time of the disconnect mechanism from the first time to the second time. The first time and the second time here are parameters pre-set in the vehicle control system. The first time is usually applicable to the diagnosis and judgment of the engagement action of the disconnect mechanism under normal temperature conditions, while the second time is a longer diagnostic time specifically set for low temperature environments. For example, the first time is set to 4.5 seconds and the second time is set to 6 seconds.

[0080] When the disconnect mechanism control unit receives the engagement instruction, it starts timing and monitoring the engagement process of the disconnect mechanism. Under normal temperature, diagnosis is performed according to the first duration. If the disconnect mechanism fails to complete the switch from the disconnected state to the engaged state within this time, it is determined that the engagement has failed. Under low temperature conditions, diagnosis is performed according to the second duration. At low temperatures, the motor takes longer to reach the appropriate speed and torque to drive the disconnect mechanism to complete the engagement, or due to the increased viscosity of the lubricating grease, the friction resistance between the mechanical parts increases, which slows down the engagement process. Only when the engagement is still not completed after the second duration, it is determined that the disconnect mechanism has failed to switch from the disconnected state to the engaged state, and then the subsequent heating treatment operation is triggered.

[0081] For example, when a vehicle is driving in a cold region, it needs to switch from two-wheel drive mode to four-wheel drive mode due to changes in road conditions. At this time, the temperature of the auxiliary motor is below -25°C due to the low temperature environment. The disconnect mechanism starts to operate after receiving the connection command and performs diagnosis according to the adjusted second time length (6 seconds). If the connection is successful within 6 seconds, the vehicle's four-wheel drive power system operates normally; if it fails after 6 seconds, the vehicle is judged to have failed to connect. Subsequently, according to the set strategy, it may use residual heat or let the auxiliary motor heat itself to restore its performance so that it can try to connect again.

[0082] The above-mentioned implementation scheme of the present application extends the bonding diagnosis time in a low-temperature environment, which can fully consider the impact of low temperature on the bonding process of the motor and the disconnection mechanism, and avoid misjudging the bonding failure due to too short a diagnostic time.

[0083] In an optional embodiment of the present application, the method further includes:

[0084] When the motor temperature corresponding to the auxiliary motor is lower than the first preset temperature threshold, the motor control unit adjusts the combined torque diagnosis time corresponding to the auxiliary motor from the third time to the fourth time, wherein the fourth time is greater than the third time.

[0085] During implementation, when the motor temperature is detected to be below a first preset temperature threshold, the motor control unit adjusts the auxiliary motor torque diagnosis duration. Under normal operating temperature conditions, the torque diagnosis duration is set to the third duration. However, in low-temperature environments, motor performance can significantly change, such as changes in mechanical friction coefficient and winding resistance that affect current and torque output. Therefore, the torque diagnosis duration needs to be extended to the fourth duration. Extending the diagnosis duration gives the motor more time to overcome these adverse effects of low temperatures, allowing for a more comprehensive and accurate assessment of the match between the motor's torque output capacity and the disconnect mechanism's engagement requirements under low-temperature conditions.

[0086] In the above-mentioned implementation scheme of the present application, the low temperature environment has a greater impact on the torque output characteristics of the motor. By extending the combined torque diagnosis time, it can effectively avoid the situation where temporary fluctuations in the motor torque caused by low temperature are misjudged as a fault. At the same time, real faults will not be missed, thereby improving the accuracy of torque diagnosis, improving the vehicle's power performance and handling stability during low-temperature driving, and enhancing driving safety.

[0087] In an optional embodiment of the present application, before heating the auxiliary motor according to the target heating strategy by the target control unit, the method further includes:

[0088] When the disconnect mechanism control unit receives the engagement instruction, the motor control unit obtains the actual speed regulation torque and the target speed regulation torque corresponding to the auxiliary motor;

[0089] determining a torque difference by the motor control unit according to the actual speed regulation torque and the target speed regulation torque;

[0090] When the duration of the torque difference being greater than or equal to the preset torque difference is greater than or equal to the combined torque diagnosis duration, determining that the auxiliary motor has a fault;

[0091] When the torque difference is less than the preset torque difference, or the duration during which the torque difference is greater than or equal to the preset torque difference is less than the combined torque diagnosis duration, determining that the auxiliary motor has no fault;

[0092] Heating the auxiliary motor according to the target heating strategy by the target control unit includes:

[0093] When there is no fault in the auxiliary motor, the auxiliary motor is heated by the target control unit according to the target heating strategy.

[0094] In practice, when the disconnect mechanism control unit receives an engage command, the motor control unit obtains the corresponding actual and target speed-regulating torques for the auxiliary motor. The target speed-regulating torque is a theoretical torque value pre-set based on the vehicle's current driving conditions, power requirements, and ideal conditions for disconnect mechanism engagement. It represents the torque the auxiliary motor should output to smoothly transition the disconnect mechanism from the disconnected state to the engaged state. The actual speed-regulating torque is the actual torque output of the motor, measured in real time.

[0095] The motor control unit calculates the torque difference between the actual and target speed regulating torques: Torque difference = |actual speed regulating torque - target speed regulating torque|. This torque difference is then compared with a preset torque difference, and the duration of the torque difference exceeding the preset torque difference is monitored. The preset torque difference is a threshold determined through testing and vehicle performance analysis, for example, 40 Nm.

[0096] If the torque difference is greater than or equal to the preset torque difference and lasts for a time longer than or equal to the combined torque diagnosis time, it indicates that the motor may have a mechanical fault (such as abnormal friction resistance caused by bearing wear, short circuit of the motor internal winding affecting torque output, etc.) or an electrical fault (such as controller failure causing inaccurate torque control, etc.). In this case, the auxiliary motor is determined to be faulty and the corresponding fault alarm mechanism is triggered to inform the driver that there is a problem with the vehicle's power system. At the same time, some emergency measures may be taken, such as limiting the vehicle's power output and maintaining basic driving only in two-wheel drive mode to avoid more serious damage or safety accidents caused by the continued operation of the faulty motor.

[0097] On the contrary, if the torque difference is less than the preset torque difference, or although the torque difference is greater than or equal to the preset torque difference but the duration is less than the coupling torque diagnosis time, it is determined that there is no fault in the auxiliary motor. At this time, the auxiliary motor can be heated according to the target heating strategy to solve the problem of insufficient torque or coupling difficulty caused by environmental factors such as low temperature.

[0098] The above implementation scheme of the present application can accurately determine whether the auxiliary motor has a fault by comparing the actual speed regulation torque and the target speed regulation torque and monitoring the duration of the torque difference. After determining that the auxiliary motor does not have a fault, heating is performed according to the target heating strategy to ensure the effectiveness and pertinence of the heating strategy. If the motor is directly heated without being detected due to a fault, it will not only fail to solve the fundamental problem, but may also waste energy and delay the fault repair time. The heating strategy is only started when the motor is not faulty but needs to be heated due to environmental factors. This can make the heating process more effective in improving the motor performance and help the disconnect mechanism to engage smoothly, thereby ensuring the normal switching and operation of the vehicle's four-wheel drive power system, improving the vehicle's power performance and handling in low-temperature environments, and providing the driver with a more stable and reliable driving experience.

[0099] In an optional embodiment of the present application, heating the auxiliary motor according to the target heating strategy by the target control unit includes:

[0100] Obtaining the remaining power of the power battery through the target control unit;

[0101] When the remaining power is greater than a preset power, heating the auxiliary motor according to the target heating strategy by the target control unit;

[0102] When the remaining power is less than the preset power, the target control unit is controlled to stop heating the auxiliary motor.

[0103] Specifically, the target control unit monitors the remaining power battery charge in real time. Before heating the auxiliary motor according to the target heating strategy, it first obtains the current remaining power battery charge and compares it with a preset charge level. The preset charge level is a threshold determined by comprehensively considering factors such as vehicle performance, range requirements, and the energy consumption of the heating strategy. For example, the preset charge level might be set at 30% of the total battery charge.

[0104] When the remaining power is greater than the preset power, it indicates that the vehicle's current power reserve is relatively sufficient and there is enough energy to support the heating operation of the auxiliary motor. At this time, the target control unit heats the auxiliary motor according to the target heating strategy to achieve heating of the auxiliary motor to solve the problem of the auxiliary motor and the disconnection mechanism being connected due to low temperature or other reasons.

[0105] When the remaining power is less than the preset power, it indicates that the vehicle's power is relatively tight. Continuing the heating operation at this time may seriously affect the vehicle's range, or even cause the vehicle to be unable to drive normally due to depletion of power. The control target control unit stops heating the auxiliary motor.

[0106] The above-mentioned implementation scheme of the present application obtains the remaining power of the power battery, decides whether to heat the auxiliary motor according to the power situation, and stops heating when the power is insufficient. This can effectively avoid excessive consumption of electricity due to heating the auxiliary motor, thereby ensuring the vehicle's cruising range.

[0107] The following is an introduction to the overall implementation process of the embodiment of this application. Figure 2 As shown, the specific steps include:

[0108] When the Motor Control Unit (MCU) detects that the motor temperature is less than -25°C, it adjusts the auxiliary motor's torque engagement diagnostic time to 300ms and the disconnect mechanism's engagement diagnostic time to 6s. Upon receiving the engagement command, the Actuator Control Unit for Electrical Axle Actuator (ACU) controls the disconnect mechanism's engagement. If the disconnect mechanism fails to switch from the disconnected state to the engaged state, it obtains the disconnect mechanism's current position and records a fault code. Simultaneously, the MCU determines whether the auxiliary motor is faulty and sends the motor diagnostic results to the ACU. If the ACU determines that the motor is fault-free, it sends a heating request.

[0109] Among them, when the ACU is in the N gear in the disconnect structure, it sends a heating request to the MCU. At the same time, the Battery Management System (BMS) sends the remaining power to the MCU. When the remaining power is greater than 40% and there is no fault in the motor, the MCU automatically applies 15Nm torque to rotate to heat the motor, and stops heating when the motor temperature reaches 0°C or the remaining power is less than 30%. The ACU clears the fault code when the motor temperature reaches 0°C. When the ACU is in the middle position in the disconnect structure, it sends a heating request to the Vehicle Control Unit (VCU). At the same time, the BMS sends the remaining power to the VCU. When the remaining power is greater than 40% and there is no fault in the motor, the VCU controls the duty cycle of the water pump in the thermal management system to heat the motor, and stops heating when the motor temperature reaches 0°C or the remaining power is less than 30%. Similarly, the ACU clears the fault code when the motor temperature reaches 0°C.

[0110] like Figure 3 As shown, an embodiment of the present invention further provides a control device for a disconnect mechanism, which is applied to a control system, the control system including a disconnect mechanism control unit, a motor control unit, and a vehicle control unit; the disconnect mechanism is arranged between the auxiliary motor and the front axle, and the device includes:

[0111] A first detection module 301 is configured to detect a motor temperature corresponding to the auxiliary motor through the motor control unit;

[0112] A second detection module 302 is configured to detect whether the disconnect mechanism is successfully engaged through the disconnect mechanism control unit when the disconnect mechanism switches from the disconnect state to the engaged state;

[0113] A first acquisition module 303 is configured to acquire, through the disconnect mechanism control unit, a current state of the disconnect mechanism when the motor temperature is lower than a first preset temperature threshold and the disconnect mechanism is not successfully engaged, wherein the current state includes a disconnected state and a partially engaged state;

[0114] A first processing module 304 is configured to determine a target heating strategy and a target control unit for executing the target heating strategy based on the current state, and heat the auxiliary motor according to the target heating strategy through the target control unit; wherein the target control unit is one of the motor control unit and the vehicle control unit;

[0115] A second processing module 305 is configured to control the target control unit to stop heating the auxiliary motor when the motor temperature is greater than a second preset temperature threshold;

[0116] Wherein, when the disconnection mechanism is in the disconnected state, the auxiliary motor and the front axle are disengaged; when the disconnection mechanism is in the engaged state, the auxiliary motor and the front axle are engaged; when the disconnection mechanism is in the partially engaged state, the auxiliary motor and the front axle are partially engaged; the second preset temperature threshold is higher than the first preset temperature threshold.

[0117] Optionally, the first processing module includes:

[0118] a first determining submodule, configured to determine, when the current state is the disconnected state, a first heating strategy as a target heating strategy, and determine the motor control unit as the target control unit;

[0119] The second determining submodule is configured to determine the second heating strategy as the target heating strategy and determine the vehicle control unit as the target control unit when the current state is the partially coupled state.

[0120] Optionally, when the target heating strategy is the first heating strategy, the first processing module further includes:

[0121] a first sending submodule, configured to send a first heating request to the motor control unit via the disconnect mechanism control unit;

[0122] The first control submodule is configured to control the auxiliary motor to operate at a preset torque based on the first heating request by the motor control unit.

[0123] Optionally, when the target heating strategy is the second heating strategy, the first processing module further includes:

[0124] a second sending submodule, configured to send a second heating request to the vehicle control unit via the disconnect mechanism control unit;

[0125] The second control submodule is used for the vehicle control unit to adjust the pipeline flow corresponding to the auxiliary motor in the thermal management system based on the second heating request.

[0126] Optionally, the device further includes:

[0127] a first adjustment module, configured to adjust, via the disconnect mechanism control unit, a combined diagnosis duration corresponding to the disconnect mechanism from a first duration to a second duration when a motor temperature corresponding to the auxiliary motor is lower than a first preset temperature threshold, wherein the second duration is greater than the first duration;

[0128] Wherein, when the disconnect mechanism control unit receives the engagement instruction and fails to detect that the disconnect mechanism completes engagement within the engagement diagnosis time period, it is determined that the disconnect mechanism fails to engage successfully.

[0129] Optionally, the device further includes:

[0130] The second adjustment module is used to adjust the combined torque diagnosis time corresponding to the auxiliary motor from the third time to the fourth time through the motor control unit when the motor temperature corresponding to the auxiliary motor is lower than the first preset temperature threshold, wherein the fourth time is greater than the third time.

[0131] Optionally, before heating the auxiliary motor according to the target heating strategy by the target control unit, the device further includes:

[0132] a second acquisition module, configured to acquire, through the motor control unit, an actual speed regulation torque and a target speed regulation torque corresponding to the auxiliary motor when the disconnect mechanism control unit receives an engagement instruction;

[0133] a first determining module, configured to determine a torque difference according to the actual speed regulating torque and the target speed regulating torque through the motor control unit;

[0134] a second determining module, configured to determine that a fault exists in the auxiliary motor when the duration for which the torque difference is greater than or equal to the preset torque difference is greater than or equal to the combined torque diagnosis duration;

[0135] a third determining module, configured to determine that the auxiliary motor has no fault when the torque difference is less than the preset torque difference or when the duration for which the torque difference is greater than or equal to the preset torque difference is less than the combined torque diagnosis duration;

[0136] The first processing module is further configured to:

[0137] When there is no fault in the auxiliary motor, the auxiliary motor is heated by the target control unit according to the target heating strategy.

[0138] Optionally, the first processing module further includes:

[0139] an acquisition submodule, configured to acquire the remaining power of the power battery through the target control unit;

[0140] a first processing submodule, configured to heat the auxiliary motor according to the target heating strategy through the target control unit when the remaining power is greater than a preset power;

[0141] The second processing submodule is configured to control the target control unit to stop heating the auxiliary motor when the remaining power is less than the preset power.

[0142] The disconnect mechanism control device provided herein obtains the current state of the disconnect mechanism when the motor temperature corresponding to the auxiliary motor falls below a first preset temperature threshold and the disconnect mechanism fails to switch from the disconnected state to the engaged state. Based on the current state, the device determines a target heating strategy and a target control unit. The target control unit then heats the auxiliary motor according to the target heating strategy. Furthermore, the device detects the motor temperature during the heating process and stops heating the auxiliary motor when the motor temperature exceeds a second preset temperature threshold. This allows for effective heating measures tailored to different disconnect mechanism states, allowing the auxiliary motor to quickly return to its normal operating temperature, ensuring the disconnect mechanism can subsequently switch smoothly to the engaged state, maintaining the normal operation of the four-wheel drive system, and improving the reliability of the vehicle's powertrain in low-temperature environments.

[0143] As for the device embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiment.

[0144] An embodiment of the present application also provides an electronic device, including: a processor, a memory, and a computer program stored in the memory and runnable on the processor. When the computer program is executed by the processor, the various processes of the above-mentioned disconnect mechanism control method embodiment are implemented, and the same technical effect can be achieved. To avoid repetition, it will not be repeated here.

[0145] For example, Figure 4 FIG. 1 shows a schematic diagram of the physical structure of an electronic device. Figure 4As shown, the electronic device may include: a processor (processor) 410, a communication interface (Communications Interface) 420, a memory (memory) 430 and a communication bus 440, wherein the processor 410, the communication interface 420, and the memory 430 communicate with each other through the communication bus 440. The processor 410 can call logic instructions in the memory 430, and the processor 410 is configured to perform the following steps: detecting a motor temperature corresponding to the auxiliary motor through the motor control unit; detecting whether the disconnect mechanism is successfully engaged through the disconnect mechanism control unit when the disconnect mechanism switches from a disconnected state to an engaged state; obtaining a current state of the disconnect mechanism through the disconnect mechanism control unit when the motor temperature is lower than a first preset temperature threshold and the disconnect mechanism is not successfully engaged, wherein the current state includes a disconnected state and a partially engaged state; determining a target heating strategy and a target control unit for executing the target heating strategy based on the current state, and heating the auxiliary motor according to the target heating strategy through the target control unit; wherein the target control unit is one of the motor control unit and the vehicle control unit; and controlling the target control unit to stop heating the auxiliary motor when the motor temperature is greater than a second preset temperature threshold; wherein when the disconnect mechanism is in the disconnected state, the auxiliary motor is disengaged from the front axle; when the disconnect mechanism is in the engaged state, the auxiliary motor is engaged with the front axle; and when the disconnect mechanism is in the partially engaged state, the auxiliary motor is partially engaged with the front axle; and the second preset temperature threshold is higher than the first preset temperature threshold. The processor 410 may also execute other solutions in the embodiments of the present application, which will not be further elaborated here.

[0146] In addition, the logic instructions in the above-mentioned memory 430 can be implemented in the form of a software functional unit and can be stored in a computer-readable storage medium when sold or used as an independent product. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, or the part of the technical solution can be embodied in the form of a software product, which is stored in a storage medium and includes a number of instructions for enabling a computer device (which can be a personal computer, server, or network device, etc.) to execute all or part of the steps of the method described in each embodiment of the present application.

[0147] The present application also provides a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, the various processes of the above-mentioned disconnect mechanism control method embodiment are implemented, and the same technical effects are achieved. To avoid repetition, the details are not described here. The computer-readable storage medium is, for example, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk.

[0148] It should be noted that, in this document, the terms "comprises," "includes," or any other variations thereof are intended to encompass non-exclusive inclusion, such that a process, method, article, or apparatus comprising a series of elements includes not only those elements but also other elements not explicitly listed, or elements inherent to such process, method, article, or apparatus. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of other identical elements in the process, method, article, or apparatus comprising the element.

[0149] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus the necessary general hardware platform, and of course can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, can be embodied in the form of a software product, which is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk), and includes a number of instructions for enabling a terminal (which can be a mobile phone, computer, server, air conditioner, or network device, etc.) to execute the methods described in each embodiment of the present application.

[0150] The embodiments of the present application are described above in conjunction with the accompanying drawings, but the present application is not limited to the above-mentioned specific implementation methods. The above-mentioned specific implementation methods are merely illustrative and not restrictive. Under the guidance of this application, ordinary technicians in this field can also make many forms without departing from the purpose of this application and the scope of protection of the claims, all of which are within the protection of this application.

[0151] Those skilled in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed in the embodiments of this application can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0152] Those skilled in the art will clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0153] In the embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of the units is merely a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0154] The units described as separate components may or may not be physically separate, and 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 these units may be selected to achieve the purpose of this embodiment according to actual needs.

[0155] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0156] If the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several instructions for enabling a computer device (which can be a personal computer, server, or network device, etc.) to execute all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes various media that can store program codes, such as a USB flash drive, a mobile hard disk, a ROM, a RAM, a magnetic disk, or an optical disk.

[0157] The above is only a specific implementation method of the present application, but the scope of protection of the present application is not limited thereto. Any technician familiar with this technical field can easily think of changes or replacements within the technical scope disclosed in this application, which should be covered by the scope of protection of the present application.

Claims

1. A method for controlling a disconnect mechanism, characterized in that: Applied to a control system, the control system includes a disconnect mechanism control unit, a motor control unit and a vehicle control unit; The disconnect mechanism is provided between the auxiliary motor and the front axle, and the method comprises: detecting the motor temperature corresponding to the auxiliary motor by the motor control unit; When the disconnect mechanism switches from the disconnect state to the engaged state, the disconnect mechanism control unit detects whether the disconnect mechanism is successfully engaged; When the temperature of the motor is lower than a first preset temperature threshold and the disconnect mechanism is not successfully engaged, obtaining a current state of the disconnect mechanism through the disconnect mechanism control unit, wherein the current state includes a disconnect state and a partially engaged state; Determine a target heating strategy and a target control unit for executing the target heating strategy according to the current state, and heat the auxiliary motor according to the target heating strategy by the target control unit; wherein the target control unit is one of the motor control unit and the vehicle control unit; When the motor temperature is greater than a second preset temperature threshold, controlling the target control unit to stop heating the auxiliary motor; Wherein, when the disconnection mechanism is in the disconnected state, the auxiliary motor and the front axle are disengaged; when the disconnection mechanism is in the engaged state, the auxiliary motor and the front axle are engaged; when the disconnection mechanism is in the partially engaged state, the auxiliary motor and the front axle are partially engaged; the second preset temperature threshold is higher than the first preset temperature threshold.

2. The method for controlling a disconnect mechanism according to claim 1, wherein: Determining a target heating strategy and a target control unit for executing the target heating strategy according to the current state includes: When the current state is the disconnected state, determining the first heating strategy as the target heating strategy, and determining the motor control unit as the target control unit; When the current state is the partially coupled state, the second heating strategy is determined as the target heating strategy, and the vehicle control unit is determined as the target control unit.

3. The control method of the disconnect mechanism according to claim 2, characterized in that: When the target heating strategy is the first heating strategy, heating the auxiliary motor according to the target heating strategy by the target control unit includes: sending a first heating request to the motor control unit via the disconnect mechanism control unit; The motor control unit controls the auxiliary motor to operate at a preset torque based on the first heating request.

4. The method for controlling a disconnect mechanism according to claim 2, wherein: When the target heating strategy is the second heating strategy, heating the auxiliary motor according to the target heating strategy by the target control unit includes: Sending a second heating request to the vehicle control unit through the disconnect mechanism control unit; The vehicle control unit adjusts the pipeline flow corresponding to the auxiliary motor in the thermal management system based on the second heating request.

5. The method for controlling a disconnect mechanism according to claim 1, wherein: The method further comprises: When the motor temperature corresponding to the auxiliary motor is lower than the first preset temperature threshold, the disconnect mechanism control unit adjusts the combined diagnosis time corresponding to the disconnect mechanism from the first time to the second time, wherein the second time is greater than the first time; Wherein, when the disconnect mechanism control unit receives the engagement instruction and fails to detect that the disconnect mechanism completes engagement within the engagement diagnosis time period, it is determined that the disconnect mechanism fails to engage successfully.

6. The method for controlling a disconnect mechanism according to claim 1, wherein: The method further comprises: When the motor temperature corresponding to the auxiliary motor is lower than the first preset temperature threshold, the motor control unit adjusts the combined torque diagnosis time corresponding to the auxiliary motor from the third time to the fourth time, wherein the fourth time is greater than the third time.

7. The method for controlling a disconnect mechanism according to claim 1, wherein: Before heating the auxiliary motor according to the target heating strategy by the target control unit, the method further includes: When the disconnect mechanism control unit receives the engagement instruction, the motor control unit obtains the actual speed regulation torque and the target speed regulation torque corresponding to the auxiliary motor; determining a torque difference by the motor control unit according to the actual speed regulation torque and the target speed regulation torque; When the duration of the torque difference being greater than or equal to the preset torque difference is greater than or equal to the combined torque diagnosis duration, determining that the auxiliary motor has a fault; When the torque difference is less than the preset torque difference, or the duration during which the torque difference is greater than or equal to the preset torque difference is less than the combined torque diagnosis duration, determining that the auxiliary motor has no fault; Heating the auxiliary motor according to the target heating strategy by the target control unit includes: When there is no fault in the auxiliary motor, the auxiliary motor is heated by the target control unit according to the target heating strategy.

8. The method for controlling a disconnect mechanism according to claim 1, wherein: Heating the auxiliary motor according to the target heating strategy by the target control unit includes: Obtaining the remaining power of the power battery through the target control unit; When the remaining power is greater than a preset power, heating the auxiliary motor according to the target heating strategy by the target control unit; When the remaining power is less than the preset power, the target control unit is controlled to stop heating the auxiliary motor.

9. A control device for a disconnect mechanism, characterized in that: Applied to a control system, the control system includes a disconnect mechanism control unit, a motor control unit and a vehicle control unit; The disconnect mechanism is provided between the auxiliary motor and the front axle, and the device comprises: a first detection module, configured to detect a motor temperature corresponding to the auxiliary motor through the motor control unit; a second detection module, configured to detect whether the disconnect mechanism is successfully engaged through the disconnect mechanism control unit when the disconnect mechanism switches from the disconnect state to the engaged state; a first acquisition module, configured to acquire, through the disconnection mechanism control unit, a current state of the disconnection mechanism when the temperature of the motor is lower than a first preset temperature threshold and the disconnection mechanism is not successfully engaged, wherein the current state includes a disconnection state and a partially engaged state; a first processing module, configured to determine a target heating strategy and a target control unit for executing the target heating strategy based on the current state, and heat the auxiliary motor according to the target heating strategy through the target control unit; wherein the target control unit is one of the motor control unit and the vehicle control unit; a second processing module, configured to control the target control unit to stop heating the auxiliary motor when the motor temperature is greater than a second preset temperature threshold; Wherein, when the disconnection mechanism is in the disconnected state, the auxiliary motor and the front axle are disengaged; when the disconnection mechanism is in the engaged state, the auxiliary motor and the front axle are engaged; when the disconnection mechanism is in the partially engaged state, the auxiliary motor and the front axle are partially engaged; the second preset temperature threshold is higher than the first preset temperature threshold.

10. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the control method of the disconnect mechanism according to any one of claims 1 to 8 is implemented.

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