Vehicle powertrain control methods, devices, media, and electronic equipment

Abstract

This disclosure relates to a vehicle powertrain control method, device, medium, and electronic equipment. The vehicle powertrain includes a first motor, a second motor, an engine, and a clutch. The inner race of the clutch is driven and connected to the first motor and the engine, and the outer race of the clutch is driven and connected to the first motor. The first motor drives the engine, and the second motor drives the vehicle. The control method includes: acquiring vehicle operating condition information; determining, based on the vehicle operating condition information, that an emergency disengagement condition is met, and that disengagement fails, disabling the vehicle's driving function, and then controlling the first motor to reverse to disengage the clutch. This disclosure enables rapid intervention after a vehicle disengagement failure, preventing damage to the clutch hardware.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to the technical field of vehicles, and particularly relates to a vehicle power system control method and device, a medium and an electronic device. BACKGROUND

[0002] With the vigorous development of new energy vehicles in China, hybrid electric vehicles are also becoming more and more common in the application market. In order to improve the competitive advantage of hybrid electric vehicles in the market, major manufacturers and component suppliers are improving the reliability of hybrid electric vehicles. In a hybrid power system composed of a multi-mode clutch, a P1 motor and a P3 motor, by controlling the adjustment of the multi-mode clutch in gear or out of gear, the control of the gear of the vehicle can be realized.

[0003] However, in some application scenarios, the vehicle may fail to shift gears, and if the user does not discover it in time, starting the vehicle will cause the multi-mode clutch to be subjected to a huge static torque, resulting in a risk of damage to the multi-mode clutch and shaft tooth parts. SUMMARY

[0004] To solve the above technical problems, the present disclosure provides a vehicle power system control method, device, medium and electronic device.

[0005] In a first aspect, the present disclosure provides a vehicle power system control method, wherein the vehicle power system comprises a first motor, a second motor, an engine and a clutch, the inner ring of the clutch is drivingly connected with the first motor and the engine, the outer ring of the clutch is drivingly connected with the first motor, the first motor is used to drive the engine, and the second motor is used to drive the whole vehicle; the control method comprises:

[0006] obtaining working condition information of the vehicle;

[0007] determining that the vehicle meets an emergency gear shedding condition and a gear shedding failure based on the working condition information of the vehicle, and controlling the first motor to reverse to make the clutch shed gears after disabling the driving function of the vehicle.

[0008] In some embodiments, the working condition information comprises a change rate of the second motor speed; and the determination that the vehicle meets the emergency gear shedding condition based on the working condition information of the vehicle comprises:

[0009] determining that the vehicle meets the emergency gear shedding condition based on that the change rate of the second motor speed is less than a threshold change rate.

[0010] In some embodiments, the working condition information comprises a change rate of the second motor speed, a brake signal and a vehicle speed; and the determination that the vehicle meets the gear shedding failure based on the working condition information of the vehicle comprises:

[0011] determining that the vehicle meets the off-range failure based on the second motor speed change rate being less than a threshold change rate, the brake signal remaining until the vehicle stops, and the vehicle speed being 0.

[0012] In some embodiments, the disabling the driving function of the vehicle comprises:

[0013] disabling the positive torque of the first motor, the positive torque of the second motor, the reverse torque of the second motor, and the engine.

[0014] In some embodiments, the disabling the positive torque of the first motor, the positive torque of the second motor, the reverse torque of the second motor, and the engine comprises:

[0015] controlling the positive torque output by the first motor and the second motor to be 0, disabling the reverse gear, and disabling the engine.

[0016] In some embodiments, the controlling the first motor to reverse to off-range the clutch comprises:

[0017] controlling the first motor to reverse at a preset speed; wherein the preset speed is less than or equal to 100 rpm / s.

[0018] In some embodiments, the method further comprises:

[0019] disabling the driving function of the vehicle after the first motor is controlled to reverse at the preset speed for a preset duration.

[0020] In a second aspect, the present disclosure provides a vehicle power system control device, the vehicle power system comprising a first motor, a second motor, an engine, and a clutch, an inner ring of the clutch being drivingly connected to the first motor and the engine, an outer ring of the clutch being drivingly connected to the first motor, the first motor being configured to drive the engine, and the second motor being configured to drive the vehicle; the control device comprising:

[0021] a working condition information acquisition module configured to acquire working condition information of the vehicle;

[0022] an execution module configured to, based on the working condition information of the vehicle determining that an emergency off-range condition is met and that off-range failure is met, disable the driving function of the vehicle, and control the first motor to reverse to off-range the clutch.

[0023] In a third aspect, the present disclosure further provides a computer-readable storage medium, the storage medium storing a computer program, the computer program being executed by a processor to implement the steps of any one of the vehicle power system control methods provided in the first aspect.

[0024] In a fourth aspect, the present disclosure also provides an electronic device including a memory and a processor, the memory storing a computer program, and the processor implementing the steps of the vehicle power system control method according to any one of the first aspect when executing the computer program.

[0025] Compared with the prior art, the technical solutions provided by the present disclosure have the following advantages:

[0026] The control method provided by the present disclosure is applied to a vehicle power system, the first motor of the vehicle power system is drivingly connected with an inner ring of a clutch and an engine, and the second motor is drivingly connected with an outer ring of the clutch. The first motor is used to drive the engine, and the second motor is also connected with a wheel and used to drive the whole vehicle. When the vehicle is in an emergency disengagement condition and disengagement fails, the driving function of the vehicle is disabled, and the vehicle and the engine are prevented from starting, so that the clutch is subjected to static torque and the risk of hardware damage is caused. Moreover, the first motor is controlled to reverse, so that the wedge block of the clutch falls off, the inner ring and the outer ring are separated, and disengagement is completed. The present disclosure can quickly intervene after the vehicle fails to disengage, and the hardware damage of the clutch is avoided. BRIEF DESCRIPTION OF DRAWINGS

[0027] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present disclosure and serve to explain the principles of the present disclosure, together with the description.

[0028] In order to more clearly illustrate the technical solutions in the embodiments of the present disclosure or the prior art, the accompanying drawings needed to be used in the embodiments or prior art description will be briefly introduced as follows. Obviously, for those skilled in the art, other drawings can also be obtained based on these drawings without creative labor.

[0029] Figure 1 A flowchart of a vehicle power system control method provided by an embodiment of the present disclosure is shown in the figure;

[0030] Figure 2 A structural diagram of a clutch provided by an embodiment of the present disclosure is shown in the figure;

[0031] Figure 3 A structural diagram of a vehicle power system control device provided by an embodiment of the present disclosure is shown in the figure;

[0032] Figure 4 A structural diagram of an electronic device provided by an embodiment of the present disclosure is shown in the figure. DETAILED DESCRIPTION

[0033] In order to more clearly illustrate the technical solutions in the embodiments of the present disclosure or the prior art, the accompanying drawings needed to be used in the embodiments or prior art description will be briefly introduced as follows. Obviously, for those skilled in the art, other drawings can also be obtained based on these drawings without creative labor.

[0034] Many specific details are set forth in the following description in order to provide a thorough understanding of the present disclosure. However, the present disclosure can be practiced according to other embodiments that deviate from the specific details described herein; explicit examples of implementations are included to provide a thorough description of embodiments of the present disclosure, and do not represent the only embodiments in which equivalents can be used.

[0035] The synchronization strategy of the multi-mode clutch is to drive the engine by the P1 motor to adjust the speed, when the inner ring speed and the outer ring speed are synchronized, the shift motor drives the shift actuator to combine, and then the engine outputs torque, the inner ring drives the outer ring to work, so that the multi-mode clutch is in the overrunning state, and the engine power is output. When it is needed to disengage, the P1 motor drives the engine to reduce the speed, so that the inner ring speed is less than the outer ring speed, the torque of the inner ring and the outer ring of the multi-mode clutch is within a reasonable range, the shift actuator is driven to disengage, and the output of the engine power is interrupted. However, in some special working conditions, for example, the driver applies emergency brake or triggers the anti-lock function on the ice and snow road, the vehicle is prone to disengagement failure. If no processing is performed, but the vehicle is started and operated, the clutch components will be damaged.

[0036] In order to solve the above defects, the embodiment of the present disclosure provides a vehicle power system control method, Figure 1 A flowchart of a vehicle power system control method provided by the embodiment of the present disclosure, Figure 2 A structure diagram of a clutch provided by the embodiment of the present disclosure, referring to Figure 1 And Figure 2 , referring to Figure 1 And Figure 2 The vehicle power system includes a first motor, a second motor, an engine and a clutch, the inner ring 11 of the clutch is drivingly connected with the first motor and the engine, the outer ring 12 of the clutch is drivingly connected with the first motor, the first motor is used to drive the engine, and the second motor is used to drive the whole vehicle. Therefore, when normal disengagement, the first motor drives the engine to reduce the speed, so that the inner ring speed is less than the outer ring speed, and the inner ring torque and the outer ring torque are within a reasonable range, so that the wedge block 13 can normally fall off when the shift mechanism 14 is disengaged. However, in the conventional driving working condition, the driver releases the accelerator, the first motor drives the engine to adjust the speed and reduce the torque, the clutch engages the gear and disengages, and the time is relatively sufficient, so that the speed condition required for disengagement can be easily met. However, in some emergency disengagement working conditions, the first motor does not have sufficient time to adjust the speed and reduce the torque, and the disengagement condition is not met, so that the disengagement fails and the hardware of the clutch is damaged.

[0037] The vehicle power system control method includes S110-S120:

[0038] S110, acquiring working condition information of the vehicle.

[0039] S120, based on the working condition information of the vehicle, it is determined that the emergency disengagement condition is met, and the drive function of the vehicle is disabled after the disengagement failure, the first motor is controlled to reverse to disengage the clutch.

[0040] The vehicle is not unable to successfully disengage in any working condition, but in some specific emergency disengagement conditions, for example, the vehicle speed decreases rapidly, which causes the outer ring speed of the clutch to be less than the inner ring speed of the clutch, and the disengagement failure may occur. Therefore, the working condition information of the vehicle should be obtained, and the current working condition information of the vehicle is judged. If the emergency disengagement condition is not met, it is considered that the disengagement failure will not occur, and subsequent processing operations are not required. If the emergency disengagement condition is met and the disengagement failure is met, the clutch needs to be processed to avoid subsequent vehicle starting causing the clutch to receive static torque, damaging the clutch and shaft tooth parts.

[0041] Since the inner ring of the clutch is hard connected with the engine and the first motor through shaft teeth and splines, and the outer ring of the clutch is meshed and connected with the second motor through gears, in the emergency disengagement condition, the second motor and the vehicle speed decrease rapidly, the inner ring speed is greater than the outer ring speed, the shift mechanism is empty, the wedge does not normally fall off due to the speed difference between the inner and outer rings and the torque condition does not meet the disengagement condition, and is still located in the inner ring groove, causing the clutch to still be in the combined state, and the disengagement failure. If the drive vehicle after the disengagement failure, the clutch hardware will be damaged. In order to avoid the above situation, first, the drive function of the vehicle is disabled, the vehicle movement and the engine start are prohibited, the clutch is avoided to be affected by the driven parts, and the clutch and related shaft tooth parts are avoided to be damaged by the huge static torque.

[0042] Further, the first motor is connected with the inner ring of the clutch, and the wedge is stuck in the inner ring groove. The first motor is controlled to reverse, the first motor drives the inner ring of the clutch to reverse, for example, rotates in the counterclockwise direction of Figure 2 , the edge of the inner ring groove lifts the wedge, so that the wedge is separated from the inner ring groove by the action force of the spring, the inner ring is separated from the outer ring, the vehicle clutch is disengaged, the disengagement failure problem is solved, and the vehicle can be normally used subsequently. The present disclosure can quickly intervene after the vehicle disengagement failure, and avoid damage to the clutch hardware.

[0043] In some embodiments, the working condition information includes a speed change rate of the second motor; based on the working condition information of the vehicle, it is determined that the emergency disengagement condition is met, including:

[0044] Based on the speed change rate of the second motor being less than a threshold change rate, it is determined that the vehicle meets the emergency disengagement condition.

[0045] Exemplarily, the second motor is mechanically connected with the wheel, and the second motor is used to drive the whole vehicle, so when the speed of the whole vehicle rapidly decreases, the rotating speed of the second motor also sharply decreases with the speed of the whole vehicle. The second motor is also hard connected with the outer ring of the clutch, so the rotating speed of the outer ring of the clutch rapidly decreases and is less than the rotating speed of the inner ring of the clutch, which does not meet the normal disengagement condition and can be considered to meet the emergency disengagement condition. For example, the vehicle is in an emergency braking state or an anti-lock starting state, and the speed of the vehicle will rapidly decrease, thereby causing the rotating speed of the outer ring of the clutch to be less than the speed of the inner ring of the clutch, so the above-mentioned conditions can be considered as the vehicle being in the emergency disengagement condition.

[0046] Therefore, the working condition information includes the rotating speed change rate of the second motor, when the rotating speed change rate of the second motor is a negative value and the rotating speed change rate of the second motor is less than a threshold change rate, for example, the threshold change rate can be -1000 rpm / s, which represents that the speed of the vehicle rapidly decreases, for example, the vehicle is in an emergency braking state or an anti-lock starting state, and it is determined that the working condition of this disengagement belongs to the emergency disengagement condition, which has the possibility of disengagement failure.

[0047] It should be noted that the numerical value of the threshold change rate is not specifically limited in the embodiment of the present disclosure, and the above is only an example for illustration, and the specific value can be set according to actual needs. In addition, the specific type of the working condition information is not limited in the embodiment of the present disclosure, and the above is only an optional implementation, and the purpose is to determine whether the current vehicle working condition meets the emergency disengagement condition, and the vehicle is likely to fail to disengage under the emergency disengagement condition. In other implementation, other parameters can be used for judgment, and the embodiment of the present disclosure does not limit this.

[0048] In some embodiments, the working condition information includes the rotating speed change rate of the second motor, the brake signal and the speed of the whole vehicle; and it is determined that the vehicle meets the disengagement failure based on the working condition information of the vehicle, including:

[0049] Based on the rotating speed change rate of the second motor being less than a threshold change rate, the brake signal being kept until the vehicle stops and the speed of the whole vehicle being 0, it is determined that the vehicle meets the disengagement failure.

[0050] Exemplarily, the working condition information includes a rate of change of the second motor speed, a brake signal, and a vehicle speed, when the rate of change of the second motor speed is less than a threshold rate of change, it represents that the vehicle is in an emergency brake or an anti-lock function triggered due to an icy road, the second motor and the vehicle speed rapidly decrease. The brake signal is monitored in real time, the brake signal should be maintained until the vehicle stops, and there should be no interruption, that is, the brake should not be released in the middle, if the brake is released, the vehicle is in a non-disengaged state or a disengaged state. In addition, the vehicle speed signal needs to be obtained until the vehicle speed is 0, which represents that the vehicle stops. Based on the working condition information of the vehicle, when the above three conditions are met, it is determined that the vehicle meets the disengagement failure, and intervention can be performed to solve the disengagement failure problem. If any condition is not met, it does not meet the disengagement failure.

[0051] The following explains the disengagement failure of the emergency brake and the anti-lock function. When the vehicle is in an emergency brake state, the speed of the second motor rapidly decreases with the vehicle speed, before the first motor completes the torque reduction, the vehicle speed and the speed of the second motor have rapidly decreased to 0, the shifting mechanism performs the disengagement action, but the wedge does not meet the disengagement requirement due to the speed difference and the torque condition, and the clutch is still in the combined state, resulting in the disengagement failure. On an icy road, the anti-lock function is easily triggered due to the vehicle slip, causing the second motor and the wheel end speed to be locked and rapidly decreased to 0, and the first motor does not have time to adjust the speed and reduce the torque. Similarly, when the vehicle stops, the clutch is still in the combined state, resulting in the disengagement failure.

[0052] Therefore, based on the working condition information provided by the embodiment of the present disclosure, it can be determined whether the clutch of the vehicle is disengaged. If the requirement is met, it is determined that the disengagement failure occurs, otherwise, the disengagement is successful. It should be noted that the embodiment of the present disclosure does not limit the specific type of working condition information, the above is only one optional implementation, and the purpose is to determine whether the vehicle is disengaged in an emergency disengagement working condition. In other implementations, other parameters can be used for judgment, and the embodiment of the present disclosure does not limit this.

[0053] In some embodiments, the driving function of the vehicle is disabled, including:

[0054] The positive torque of the first motor, the positive torque of the second motor, the reverse torque of the second motor, and the engine are disabled.

[0055] Exemplarily, after the disengagement failure, the inner ring and the outer ring of the clutch are still in the combined state, the inner ring of the clutch is hard connected with the first motor and the engine, and the outer ring of the clutch is hard connected with the second motor and the whole vehicle (wheels). If the engine is started again in the stationary state of the vehicle, the inner ring of the clutch will rotate with the engine, but the vehicle is in the stationary state, the outer ring of the clutch has a speed of 0, and the speed of the inner ring and the outer ring of the clutch is not matched, which will cause damage to the hardware of the vehicle. In other embodiments, after the disengagement failure, if the driver starts by engaging the reverse gear, the wheel end and the second motor are reversed, the speed of the outer ring of the clutch increases with the second motor, and the speed of the inner ring of the clutch follows the engine, so that the speed of the inner ring and the outer ring of the clutch is not matched, which will cause damage to the hardware of the vehicle. Therefore, it is necessary to disable the driving function of the vehicle, for example, to disable the positive torque of the first motor, the positive torque and the reverse torque of the second motor, and the engine, to prohibit the movement of the vehicle, including forward driving and backward driving, and to prohibit the start of the engine, so as to avoid the above-mentioned situation that the hardware of the vehicle is damaged.

[0056] In some embodiments, the positive torque of the first motor, the positive torque and the reverse torque of the second motor, and the engine are disabled, including:

[0057] controlling the positive torque output by the first motor and the second motor to be 0, prohibiting the reverse gear to be enabled, and prohibiting the engine to be started.

[0058] Specifically, the first motor and the second motor output forward torque to control the vehicle to move forward, and thus the forward torque output by the first motor and the second motor can be controlled to be 0 to limit the vehicle from moving forward. For example, the vehicle transmission control unit sends a control signal to the first motor and the second motor to control the forward torque output by the first motor and the second motor to be 0. The vehicle is prohibited from moving backward, which can be achieved by prohibiting the reverse gear from being enabled, so as to limit the driver from engaging the reverse gear and thus avoid the vehicle from moving backward. For example, the vehicle transmission controller sends a signal to the engine control unit to prohibit the reverse gear from being enabled, and the engine control unit interacts with the vehicle controller through the CAN (Controller Area Network) bus, and sends the information that the reverse gear is unavailable to the driver through the instrument panel in the vehicle cabin, so as to avoid the driver from starting the reverse gear. In other embodiments, the vehicle can also be prohibited from moving backward by directly limiting the reverse torque output by the second motor. The vehicle moves backward by the second motor, and thus the vehicle transmission control unit can also send a control signal to the second motor to control the reverse torque output by the second motor to be 0. The embodiments of the present disclosure do not limit the specific mode, and the purpose of prompting the driver to start the reverse gear through the instrument panel is also to disable the reverse torque output by the second motor, and the two modes can also be combined. The engine is prohibited from starting, which can be achieved by sending a control signal from the vehicle transmission control unit to the engine control unit, and then controlling the engine to be prohibited from starting by the engine control unit. Based on the above operation, the driving components of the vehicle are disabled, and the hard damage of the clutch hardware caused by starting is avoided.

[0059] It should be noted that the purpose of the above operation is to avoid the driving components of the vehicle from starting after the clutch fails to disengage, so that the internal components of the vehicle cannot cooperate to operate, causing hardware damage, and thus the driving components that are disabled can cause faults. The above disabling mode is an optional implementation provided by the embodiments of the present disclosure, and other modes can also be used for control, and the embodiments of the present disclosure do not limit this. The above is only an example for illustration.

[0060] In some embodiments, the first motor is controlled to reverse to disengage the clutch, including:

[0061] The first motor is controlled to reverse at a preset speed; and the preset speed is less than or equal to 100 rpm / s.

[0062] For example, after the disengagement fails, the wedge block does not normally fall off and is still in the inner ring groove, so that the clutch is still in the engaged state. At this time, the first motor can be controlled to reverse at a preset speed. The first motor drives the engine to reverse, so as to ensure that the inner ring of the clutch reverses by a small angle, for example, along the direction opposite to the arrow A in FIG. 1. Figure 2clockwise direction, the wedge is lifted by the edge of the inner ring groove, at this time the wedge is separated from the inner ring groove by the action of the spring force, and the inner ring and the outer ring are separated. The preset speed is relatively small, for example, less than or equal to 100 rpm / s. The preset speed does not need to be too large. If the preset speed of the first motor is too large, the speed of the engine reverse rotation will be too large, which will cause the engine to be damaged. According to the speed ratio of the engine and the first motor, the engine speed is about half of the first motor speed. When the first motor speed is small, the engine speed is smaller, and at this time the engine has no torque output and no fuel supply. Even if the engine is reversed, there is no risk of damage.

[0063] It should be noted that the preset speed can be 100 rpm / s, or a range such as 80-100 rpm / s, or other speeds that do not damage the engine. The embodiments of the present disclosure are only illustrative.

[0064] In some embodiments, further comprising:

[0065] After controlling the first motor to reverse at the preset speed for a preset time, the vehicle driving function is enabled.

[0066] For example, after controlling the first motor to reverse at the preset speed for a preset time, the first motor is stopped. For example, the preset time is 1s, and the preset speed is 100 rpm / s. Then the first motor is reversed at 100 rpm / s for 1s and stopped. At this time, the wedge falls off, the inner ring and the outer ring of the clutch are separated, and the gear shifting is successful. In order not to affect the subsequent use of the vehicle, the driving function of the vehicle is enabled, that is, the restrictions on the forward driving, the reverse driving, and the engine of the vehicle are removed.

[0067] Specifically, the restrictions on the vehicle driving components can be removed according to the corresponding operation during the disabling. For example, the positive torque of the first motor, the positive torque and the reverse torque of the second motor, and the disabling of the engine can be removed. Alternatively, the restrictions on the positive torque output of the first motor and the second motor are removed, the use of the reverse gear is restored, and the restrictions on the engine are removed. The specific operation can be set according to the corresponding operation during the disabling, and the embodiments of the present disclosure do not limit this. The main purpose is to restore various driving functions of the vehicle, avoid affecting the normal driving of the vehicle, and improve the user experience.

[0068] In some embodiments, the total time of the processing strategy after the gear shifting failure is controlled to be within 3s, which can achieve the purpose of the wedge falling off. The influence on the driver driving the vehicle in a short time is small. Considering the frequency of emergency gear shifting, this is a protection strategy under special conditions, and the frequency is low. Therefore, this strategy will not affect the drivability of the vehicle.

[0069] The present disclosure also provides a vehicle power system control device,Figure 3 A structural schematic diagram of a vehicle power system control device provided by an embodiment of the present disclosure is shown in Figure 3 The vehicle power system includes a first motor, a second motor, an engine, and a clutch. An inner ring of the clutch is drivingly connected with the first motor and the engine, and an outer ring of the clutch is drivingly connected with the first motor. The first motor is configured to drive the engine, and the second motor is configured to drive the vehicle. The control device includes a working condition information acquisition module 21 and an execution module 22.

[0070] The working condition information acquisition module 21 is configured to acquire working condition information of the vehicle. The execution module 22 is configured to, based on the working condition information of the vehicle, determine that an emergency disengagement condition is met and that a disengagement failure is met, and after disabling the driving function of the vehicle, control the first motor to reverse to disengage the clutch.

[0071] Figure 4 A structural schematic diagram of an electronic device provided by an embodiment of the present disclosure is shown in Figure 4 The electronic device includes a processor 301 and a memory 302. The processor 301 executes steps of any vehicle power system control method provided by an embodiment of the present disclosure by invoking programs or instructions stored in the memory 302.

[0072] Specifically, as shown in Figure 4 , the electronic device can include at least one processor 301, at least one memory 302, and at least one communication interface 303. Various components in the electronic device are coupled together through a bus system 304. The communication interface 303 is configured to transmit information between the electronic device and external devices. It can be understood that the bus system 304 is configured to realize the connection and communication between the components. In addition to a data bus, the bus system 304 also includes a power bus, a control bus, and a status signal bus. However, for the sake of clarity, all the buses are marked as the bus system 304 in the drawings. Figure 3

[0073] It can be understood that the memory 302 in the embodiment can be a volatile memory or a non-volatile memory, or can include both volatile and non-volatile memories. In some embodiments, the memory 302 stores the following elements: executable units or data structures, or a subset thereof, or an extended set thereof operating systems and application programs. In the embodiment of the present disclosure, the processor 301 executes steps of each embodiment of the vehicle power system control method provided by the embodiment of the present disclosure by invoking programs or instructions stored in the memory 302.

[0074] ​The method provided by the embodiments of the present disclosure can be applied to the processor 301 or implemented by the processor 301. The processor 301 can be an integrated circuit chip with a processing capability of signals. In the implementation process, each step of the above method can be completed by the integrated logic circuit of hardware in the processor 301 or the instruction in the form of software. The processor 301 mentioned above can be a general processor, a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components. The general processor can be a microprocessor or the processor can also be any conventional processor or the like.

[0075] The steps of the method provided by the embodiments of the present disclosure can be directly embodied as a hardware decoding processor to complete, or a combination of hardware and software units in the decoding processor to complete. The software unit can be located in a random access memory, a flash memory, a read-only memory, a programmable read-only memory or an electrically erasable programmable memory, a register or other mature storage medium in the art. The storage medium is located in the memory 302, and the processor 301 reads the information in the memory 302 and combines the hardware to complete the steps of the method.

[0076] The embodiments of the present disclosure also provide a computer readable storage medium, which stores programs or instructions, and the programs or instructions make the computer execute the steps of the vehicle power system control method in any one of the above method embodiments.

[0077] The computer readable storage medium provided by the embodiments of the present disclosure can execute the steps of any one of the above vehicle power system control method embodiments, so the same technical effects as the above vehicle power system control method can also be achieved.

[0078] In addition to the above method and electronic device, the embodiments of the present disclosure can also be a computer program product, which includes computer program instructions, and the computer program instructions make the processor execute the method steps of various embodiments of the present disclosure when the processor runs.

[0079] The computer program product can be written in any combination of one or more programming languages, including an object oriented programming language such as Java, C++ or the like, and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The program code can execute entirely on the user's computing device, partly on the user's computing device, as a stand-alone software package, partly on the user's computing device and partly on a remote computing device or entirely on the remote computing device or server. The embodiments of methods

[0080] In addition, embodiments of the present application can also be a computer readable storage medium, having stored thereon computer program instructions which, when executed by a processor 301, cause the processor 301 to perform the method steps of the various embodiments of the present application.

[0081] The computer readable storage medium can be a combination of one or more computer readable media. The computer readable media can be a computer readable signal medium or a computer readable storage medium. The computer readable storage medium can include, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. More specific examples (a non-exhaustive list) of the computer readable storage medium include the following: an electrical connection having one or more wires, a portable disc, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0082] It should be noted that, in this document, the terms such as "first" and "second" and the like are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between such entities or operations. Moreover, the terms "include", "contain" or any other variant thereof are intended to cover a non-exclusive inclusion, so that a process, method, article or device that includes a list of elements does not only include those elements, but also includes other elements not explicitly listed, or further includes elements inherent in such a process, method, article or device. Without more limitations, the element defined by the statement "including a" does not exclude the presence of additional identical elements in the process, method, article or device including the element.

[0083] The foregoing is merely illustrative of the various implementations of the present disclosure and the general principles thereof. Numerous modifications can be made to these illustrations, and equivalents can be substituted therefor, without departing from the scope of the present disclosure. The specific embodiments commensurate with the specific application are intended to be illustrative only and not limiting of the scope of the application as set forth in the following claims.

Claims

1. A vehicle powertrain control method characterized by, The vehicle power system comprises a first motor, a second motor, an engine and a clutch, an inner ring of the clutch is drivingly connected with the first motor and the engine, an outer ring of the clutch is meshingly connected with the second motor through a gear, the first motor is used for driving the engine, and the second motor is used for driving the whole vehicle. The control method comprises: acquiring working condition information of the vehicle; determining that the vehicle meets an emergency disengagement condition and a disengagement failure based on the working condition information of the vehicle, and after disabling the driving function of the vehicle, controlling the first motor to reverse to disengage the clutch.

2. The vehicle powertrain control method according to claim 1, characterized by, The working condition information comprises a change rate of a rotating speed of the second motor; and the determining that the vehicle meets the emergency disengagement condition based on the working condition information of the vehicle comprises: determining that the vehicle meets the emergency disengagement condition based on the change rate of the rotating speed of the second motor being less than a threshold change rate.

3. The vehicle powertrain control method according to claim 1, characterized by, The working condition information comprises a change rate of a rotating speed of the second motor, a brake signal and a vehicle speed; and the determining that the vehicle meets the disengagement failure based on the working condition information of the vehicle comprises: determining that the vehicle meets the disengagement failure based on the change rate of the rotating speed of the second motor being less than a threshold change rate, the brake signal being kept until the vehicle stops and the vehicle speed being 0.

4. The vehicle powertrain control method according to claim 1, characterized by, The disabling the driving function of the vehicle comprises: disabling the positive torque of the first motor, the positive torque of the second motor, the reverse torque of the second motor and the engine.

5. The vehicle powertrain control method according to claim 4, characterized by, The disabling the positive torque of the first motor, the positive torque of the second motor, the reverse torque of the second motor and the engine comprises: controlling the positive torque output by the first motor and the second motor to be 0, disabling the reverse gear and disabling the start of the engine.

6. The vehicle powertrain control method according to claim 1, characterized by, The controlling the first motor to reverse to disengage the clutch comprises: controlling the first motor to reverse at a preset rotating speed; and the preset rotating speed is less than or equal to 100 rpm / s.

7. The vehicle powertrain control method according to claim 6, characterized by, Further comprising: after controlling the first motor to reverse at the preset rotating speed for a preset time length, releasing the disabling of the driving function of the vehicle.

8. A vehicle powertrain control device characterized by comprising: The vehicle power system comprises a first motor, a second motor, an engine and a clutch, an inner ring of the clutch is drivingly connected with the first motor and the engine, an outer ring of the clutch is meshingly connected with the second motor through a gear, the first motor is used for driving the engine, and the second motor is used for driving the whole vehicle. The control device comprises: a working condition information acquisition module configured to acquire working condition information of the vehicle; an execution module configured to determine that the vehicle meets an emergency disengagement condition and a disengagement failure based on the working condition information of the vehicle, and after disabling the driving function of the vehicle, control the first motor to reverse to disengage the clutch.

9. A computer-readable storage medium, characterized in that, The storage medium has stored thereon a computer program, and the computer program is executed by the processor to implement the steps of the vehicle power system control method according to any one of claims 1 to 7.

10. An electronic device, comprising: The vehicle power system control device comprises a memory and a processor, the memory has stored thereon a computer program, and the processor implements the steps of the vehicle power system control method according to any one of claims 1 to 7 when executing the computer program.

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