Multiplex motor control method, system and vehicle

Abstract

The application discloses a multiplex motor control method and system and a vehicle, and belongs to the technical field of intelligent control. The method comprises the following steps: acquiring the motion state data of a target vehicle and the current working state of a clutch in real time, wherein the current working state at least comprises a power generation state, an intermediate state and a driving state; determining a power generation and driving request of a multiplex motor based on the motion state data and a driving intention; and performing power generation or driving control on the multiplex motor based on the current working state and the power generation and driving request. The scheme can ensure the scene adaptability and safety of mode switching by combining the driving intention, the vehicle motion state and the clutch working state for multi-dimensional condition judgment, intelligently generating a power generation or driving request, realizing intelligent mode switching of the front multiplex motor of the extended-range hybrid vehicle, and significantly improving the system stability, driving comfort and endurance performance.

Description

Technical Field

[0001] This application relates to the field of intelligent control technology, specifically to a multiplexed motor control method, system, and vehicle. Background Technology

[0002] With the development of new energy vehicles, range-extended electric vehicles (RE-EVs) have become an important technological path to alleviate range anxiety. They combine the advantages of pure electric vehicles and internal combustion engines, and provide power to the vehicle through batteries and range extenders. Their power system configurations are diverse.

[0003] There are two main configuration options for range-extended four-wheel drive vehicles. The first consists of a generator, engine, front drive motor, and rear drive motor. The second consists of a shared motor, clutch, engine, and rear drive motor. The second option uses a clutch to change the power transmission path, allowing the front motor to switch between the roles of generator and drive motor, achieving high system integration and cost optimization. However, this configuration means the vehicle can only operate in one mode—range-extending generator or four-wheel drive—at any given time. The lack of a systematic decision-making and execution framework makes it prone to power interruptions, mechanical shocks, and poor battery energy management during mode switching, severely impacting the vehicle's system stability. Summary of the Invention

[0004] A method, system, and vehicle for controlling a multiplexed motor are provided, which can improve the stability of the multiplexed motor when switching between power generation and drive modes.

[0005] Firstly, a method for controlling a multiplexed motor is provided, comprising the following steps: The motion status data of the target vehicle and the current working status of the clutch are acquired in real time. The current working status includes at least the power generation status, intermediate status and drive status. Based on the motion state data and driving intention, determine the power generation drive request of the reused motor; Based on the current operating state and the power generation drive request, the reused motor is controlled to generate or drive.

[0006] In some embodiments, before acquiring the motion state data of the target vehicle and the current operating state of the clutch in real time, a step of determining the initial operating state of the clutch is included, specifically including: In response to the detection that the high voltage completion flag on the vehicle is true, the actual engagement position of the clutch of the target vehicle is obtained; If the actual engagement position of the clutch is in the middle position or an unknown position, then the initial working state of the clutch is set to the middle state, and the clutch is controlled to switch to the middle position. If the actual engagement position of the clutch is on the generator side, then the initial working state of the clutch is set to the generator state, and the clutch is controlled to switch to the generator position. If the actual engagement position of the clutch is on the drive side, then the initial working state of the clutch is set to the drive state, and the clutch is controlled to switch to the drive position.

[0007] In some embodiments, the step of controlling the multiplexed motor to generate electricity or drive based on the current operating state and the power generation drive request includes: In response to detecting that the current operating state of the clutch is an intermediate state and the power generation drive request is a power generation request, the clutch is controlled to switch to the power generation position, and the multiplexed motor is controlled to adopt a speed mode and the target speed is set to zero. In response to detecting that the actual engagement position of the clutch is on the power generation side, the clutch is controlled to switch to the power generation state.

[0008] In some embodiments, the step of controlling the multiplexed motor to generate electricity or drive based on the current operating state and the power generation drive request includes: In response to detecting that the current working state of the clutch is an intermediate state and the power generation drive request is a drive request, the clutch is controlled to switch to the drive position, the multiplex motor is controlled to adopt torque control mode and the target torque is set to zero, and the target speed of the multiplex motor is dynamically calculated based on the wheel speed of the wheel controlled by the multiplex motor. In response to detecting that the actual engagement position of the clutch is on the drive side, the clutch is controlled to switch to the drive state.

[0009] In some embodiments, the step of controlling the multiplexed motor to generate electricity or drive based on the current operating state and the power generation drive request includes: In response to detecting that the current working state of the clutch is the power generation state and triggering the power generation drive request as a drive request, the engine is requested to cut off fuel and stop. After the engine speed drops to a preset speed threshold and the torque drops below a preset torque threshold, the clutch is controlled to switch to the drive position, the multiplexed motor is controlled to adopt the speed control mode and execute the target speed, and the clutch is controlled to switch to the intermediate state. In response to detecting that the actual engagement position of the clutch is in the intermediate position, the multiplex motor is controlled to adopt torque control mode and execute the target torque; In response to detecting that the actual engagement position of the clutch is on the drive side, the clutch is controlled to switch to the drive state.

[0010] In some embodiments, the step of controlling the multiplexed motor to generate electricity or drive based on the current operating state and the power generation drive request includes: In response to detecting that the current working state of the clutch is the drive state and the power generation drive request is the power generation request, the actual torque of the multiplexed motor is controlled to decrease to zero according to a preset slope, and the clutch is controlled to switch to the intermediate state; In response to detecting that the actual torque of the multiplex motor is less than a preset torque threshold, the clutch is controlled to switch to the intermediate position or the generator position according to the engine speed, and the multiplex motor is controlled to adopt the speed mode and the target speed is set to zero. In response to detecting that the actual engagement position of the clutch is on the power generation side and the actual speed of the multiplexed motor is less than a preset speed threshold, the clutch is controlled to switch to the power generation state.

[0011] In some embodiments, the process of switching the operating state of the multiplexed motor includes: Based on the real-time operating status of the clutch during the switching process between the power generation state, intermediate state and driving state, the wheel speed of the wheel controlled by the multiplex motor, and the maximum allowable charging / discharging power of the battery, the real-time limits of the maximum allowable driving power and maximum power generation of the multiplex motor during the speed synchronization process are determined.

[0012] In some embodiments, after the power generation or drive control of the multiplexed motor is performed, the method further includes: Based on the clutch position fault feedback signal monitored in real time during the control mode switching process of the reused motor, the operation is to immediately stop the current switching process, return the actual engagement position of the clutch to a safe position, and trigger the corresponding fault content instrument alarm.

[0013] Secondly, a multiplexed motor control system is also provided, comprising: The data acquisition module is used to acquire the motion state data of the target vehicle and the current working state of the clutch in real time. The current working state includes at least the power generation state, intermediate state and drive state. The power generation drive request determination module is used to determine the power generation drive request of the multiplexed motor based on the motion state data and driving intention. The control execution module is used to control the multiplexed motor to generate electricity or drive it based on the current working state and the power generation drive request.

[0014] Thirdly, a vehicle is also provided, including a memory and a processor, wherein the memory stores a computer program, which, when executed by the processor, implements the steps of the multiplexed motor control method described in any of the above methods.

[0015] Beneficial effects: This application intelligently generates power generation or drive requests by combining driving intention, vehicle motion state, and clutch working state for multi-dimensional condition judgment, ensuring the scenario adaptability and safety of mode switching. By setting the intermediate state of the clutch, it helps to eliminate power interruption and mechanical shock during the control mode switching process, and builds a closed-loop control chain from state perception, intelligent decision-making to precise execution, realizing intelligent mode switching of the front-reused motor of the range-extended hybrid vehicle, which can significantly improve system stability, driving comfort and range and power retention performance. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This is a flowchart illustrating a multiplexed motor control method provided in some embodiments of this application; Figure 2 This is a schematic diagram of the initial working state of the clutch provided in some embodiments of this application; Figure 3 This is a schematic diagram of the matching form and energy flow direction of each power component of the front multiplexed motor under different control states provided in some embodiments of this application; Figure 4 This is a schematic diagram of the process of switching the working state of the clutch from an intermediate state to the power generation state according to some embodiments of this application; Figure 5 This is a schematic diagram of the process of switching the working state of the clutch from an intermediate state to a driving state according to some embodiments of this application; Figure 6 This is a schematic diagram of the process of switching the working state of the clutch from the power generation state to the drive state according to some embodiments of this application; Figure 7 This is a schematic diagram of the process of switching the working state of the clutch from the driving state to the generating state according to some embodiments of this application; Figure 8 This is a schematic diagram of the functional modules of a multiplexed motor control system provided in some embodiments of this application; Figure 9These are schematic diagrams of vehicle structures provided in some embodiments of this application. Detailed Implementation

[0018] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0019] In the description of this application, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, are used only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include one or more features. In the description of this application, "a plurality of" means two or more, unless otherwise explicitly specified.

[0020] "A and / or B" includes the following three combinations: A only, B only, and a combination of A and B.

[0021] The use of "applies to" or "configured to" in this application implies open and inclusive language, which does not preclude applicability to or configuration to devices performing additional tasks or steps. Furthermore, the use of "based on" implies openness and inclusivity, because processes, steps, calculations, or other actions "based on" one or more conditions or values ​​may in practice be based on additional conditions or values ​​beyond those conditions.

[0022] In this application, the term "exemplary" is used to mean "used as an example, illustration, or description." Any embodiment described as "exemplary" in this application is not necessarily to be construed as being more preferred or advantageous than other embodiments. The following description is provided to enable any person skilled in the art to make and use this application. Details are set forth in the following description for purposes of explanation. It should be understood that those skilled in the art will recognize that this application can be made without using these specific details. In other instances, well-known structures and processes are not described in detail to avoid obscuring the description of this application with unnecessary detail. Therefore, this application is not intended to be limited to the embodiments shown, but is consistent with the broadest scope of the principles and features disclosed in this application.

[0023] On the one hand, this embodiment provides a multiplexed motor control method, applied to realize the range-extending power generation or driving function of range-extended hybrid vehicles, such as... Figure 1 As shown, it includes the following steps: Step S100: Real-time acquisition of motion state data of the target vehicle and the current working state of the clutch. The current working state includes at least the power generation state, intermediate state, and drive state.

[0024] Specifically, the Vehicle Control Unit (VCU) of the target vehicle is used as the core controller to continuously collect key data from various sensors and subsystems via an in-vehicle network (such as the CAN bus). This data mainly includes two categories: first, vehicle motion state data, such as wheel speeds obtained through wheel speed sensors to calculate vehicle speed and wheel rotation speed, and battery state of charge (SOC) and real-time maximum allowable charge / discharge power from the Battery Management System (BMS) to assess the current energy boundary; second, the real-time status of the clutch system, including the current actual engagement position of the clutch (e.g., generator side, drive side, or intermediate position) directly read from position sensors, fault feedback signals from the clutch controller (e.g., generator side or drive side engagement fault), and the current operating state of the clutch. The target vehicle is a range-extended hybrid electric vehicle, and its current operating state includes at least generator state, intermediate state, and drive state. When the clutch is in generator mode, it enables range extension and ensures driving range; when the clutch is in intermediate mode, it enables engine speed synchronization and generator torque isolation, thus achieving a smooth switch between generator and drive; when the clutch is in drive mode, it provides four-wheel drive and enhances power.

[0025] Step S200: Based on motion state data and driving intention, determine the power generation drive request of the reused motor.

[0026] Specifically, the VCU comprehensively analyzes and judges all collected data. First, the VCU identifies the driving intention based on the driving mode (such as four-wheel drive mode or traction control mode) actively selected by the driver through the central control unit (ICU). Then, the VCU matches and verifies this driving intention with the real-time vehicle status. Verification conditions include: whether the battery has sufficient power support, whether the battery charge is sufficient, whether the current vehicle speed is within the allowed switching speed threshold, whether there are any faults affecting the switching of the vehicle and the front motor, determining the fault level of the front motor and / or whether there is any loss of communication with the front motor, and whether there is a fault in the clutch engagement position. Finally, the VCU determines the power generation drive request of the reused motor based on the verification results, including a power generation request or a drive request of the reused motor.

[0027] As an example, the verification logic for determining whether the target vehicle has entered four-wheel drive mode is as follows: Condition A: The maximum allowable discharge power of the battery is greater than or equal to the discharge power threshold A1KW; Condition B: The battery percentage of the BMS is greater than or equal to the battery percentage B1; Condition C: The overall vehicle fault level is less than or equal to the fault level threshold C1; Condition D: Vehicle speed ≤ vehicle speed threshold D1 (This condition is only checked when entering driving mode, and is not checked after entering driving mode). Condition E: Front motor fault level ≤ motor fault level threshold E1, and there is no front motor communication loss; Condition F: No fault on the clutch engagement drive side; Condition G: The drive mode of the central control ICU is four-wheel drive mode or off-road mode.

[0028] Only when all seven conditions A through G are met simultaneously, and the driving intention is a strong power demand, will the VCU request a clutch switching position command to switch to four-wheel drive and control the generator drive request to be a drive request. Otherwise, the VCU will request a clutch switching position command to switch to generator drive and control the generator drive request to be a generator drive request. The system will default to or forcibly maintain the generator drive request and will prompt the driver with the specific reason (such as low battery power, unable to switch to four-wheel drive) through the instrument panel if the conditions are not met. For example, when condition G is met but conditions A or B are not met, the instrument panel on the vehicle will prompt "Low battery power, unable to switch to four-wheel drive"; when condition G is met but conditions C, E, or F are not met, the instrument panel will prompt "Vehicle malfunction, unable to switch to four-wheel drive"; when condition G is met but condition D is not met, the instrument panel will prompt "Vehicle speed too high, unable to switch to four-wheel drive".

[0029] As can be seen, this embodiment controls the switching of the VCU clutch's working state by comprehensively judging parameters such as the multimedia ICU energy consumption mode, vehicle status, battery fault level, range extender fault level, and maximum battery charging and discharging power, ensuring a reasonable match between power preservation and power performance while meeting the driver's needs. As another preferred implementation, deep learning of the driver's driving behavior and operating habits can be used to predict the switching timing in advance, providing a more comfortable and convenient driving experience. However, this requires massive amounts of driving data for training and a platform with stronger computing power.

[0030] Step S300: Based on the current operating status and power generation drive request, perform power generation or drive control on the multiplexed motor.

[0031] Specifically, the VCU triggers a preset power generation / drive switching procedure based on the current operating state of the clutch and the power generation / drive request, to control the multiplexed motor for power generation or drive. The preset power generation / drive switching procedure means that when a power generation / drive request is triggered, the system does not immediately jump to drive or power generation mode. Instead, it first enters an intermediate state, within which critical preparatory operations such as speed synchronization, torque zeroing, or engine shutdown are performed to eliminate engagement shock. Only after pre-synchronization is completed does the clutch engage to the target side, and the system finally enters a stable target operating state, achieving seamless power switching between range extender and drive modes and efficient energy flow management.

[0032] For example, if the reused motor is currently generating power but receives a drive request, the VCU will not immediately command the clutch to switch. Instead, it will first control the execution of a transitional state, such as requesting the engine to cut off fuel and stop, and wait for its speed to drop below a safe threshold before engaging the clutch in the intermediate position. Through this critical transition phase, the VCU can precisely control the reused motor, synchronizing its speed with the target side's wheel speed. Simultaneously, based on the acquired wheel speed and the battery's real-time maximum allowable charge / discharge power data, the VCU dynamically limits the GCU's power output using a lookup table method to prevent impact on the battery. Finally, after confirming that the clutch has successfully engaged with the target side and the speed is synchronized, the VCU updates the reused motor's operating mode to either drive mode or generator mode, and controls the reused motor's torque according to a four-wheel drive strategy or generator demand. The entire process incorporates buffering steps and pre-synchronization control to ensure smooth and safe mode switching. It should be noted that the drive mode used to control the reused motor switching execution in this embodiment specifically refers to four-wheel drive mode to ensure that the strong power demand in scenarios such as overtaking and getting out of trouble can be met. Meanwhile, the multiplexed motor in this embodiment can be a front multiplexed motor or a rear multiplexed motor, and this embodiment does not impose any specific restrictions on this.

[0033] In this embodiment, by combining driving intention, vehicle motion state, and clutch working state for multi-dimensional condition judgment, a power generation or driving request is intelligently generated, which can ensure the scenario adaptability and safety of mode switching. By setting the intermediate state of the clutch, it helps to eliminate power interruption and mechanical shock during the control mode switching process, and builds a closed-loop control chain from state perception, intelligent decision-making to precise execution, realizing intelligent mode switching of the front reuse motor of the range-extended hybrid vehicle, which can significantly improve system stability, driving comfort and range and power retention performance.

[0034] like Figure 2 As shown, in a preferred embodiment, before acquiring the motion state data of the target vehicle and the current working state of the clutch in real time in step S100, a step S400 is further included: determining the initial working state of the clutch, specifically including: Step S410: In response to the detection that the high voltage completion flag on the vehicle is true, obtain the actual engagement position of the clutch of the target vehicle.

[0035] Specifically, after the vehicle is powered on and started, the VCU continuously monitors whether the high-voltage system is ready. Once the VCU detects a successful high-voltage power-on signal from the battery management system or its own state machine, indicating that the high-voltage circuit of the vehicle has been safely connected and the motor, clutch actuator, and other components in the powertrain are ready to operate, the VCU will not immediately perform any mode switching operation. Instead, it will first send a command to the clutch controller to request the current actual engagement position signal from the clutch position sensor. Based on the operating state corresponding to the current actual engagement position signal, the VCU determines the initialization state of the clutch. This ensures that the actual physical position of the clutch is accurately obtained when the vehicle starts, laying the foundation for a safe and reliable initial operating state setting.

[0036] Step S420: If the actual engagement position of the clutch is in the intermediate position or an unknown position, the initial working state of the clutch is set to the intermediate state, and the clutch is controlled to switch to the intermediate position.

[0037] Specifically, the VCU compares the actual clutch engagement position signal with a preset threshold range. If the signal indicates the clutch is in the intermediate position (neither engaged with the generator nor the drive), or if the position is determined to be unknown due to signal loss or invalidity, the VCU first sets the system's clutch initial operating state to the intermediate state to ensure the system starts operating from a clear and safe state. Simultaneously, to eliminate uncertainty and actively control the clutch position, the VCU sends a command to the clutch controller, instructing the clutch to switch to or remain in the intermediate position, preventing subsequent mode switching errors due to unknown position. When the clutch's initial operating state is set to the intermediate state, the VCU does not execute any generator or drive control commands.

[0038] Step S430: If the actual engagement position of the clutch is on the generator side, the initial working state of the clutch is set to the generator state, and the clutch is controlled to switch to the generator position.

[0039] Specifically, when the VCU determines, based on the acquired actual engagement position signal, that the clutch is stably engaged on the generator side (i.e., the side connected to the engine output), it indicates that the vehicle was in range-extender generator mode before the last engine shutdown. Therefore, the VCU sets the initial operating state of the clutch to generator mode, meaning the system is ready to enter or maintain the condition of the engine driving the multiplex motor for power generation. Simultaneously, to confirm and maintain this state, the VCU sends a command to the clutch controller, instructing it to ensure the clutch switches or remains in the generator position, thus achieving consistency between the system state and the actual hardware engagement position. When the clutch's initial operating state is set to generator mode, the VCU controls the range extender to start and stop generator normally. Furthermore, when there is a request to switch to an intermediate state or drive state, the VCU controls the engine to stop, and when the range extender system's speed or torque meets the judgment conditions, it switches to an intermediate state.

[0040] Step S440: When the actual engagement position of the clutch is on the drive side, the initial working state of the clutch is set to the drive state, and the clutch is controlled to switch to the drive position.

[0041] Specifically, when the VCU confirms, based on the position signal, that the clutch is physically engaged on the drive side (i.e., the side connected to the wheel drive system), it indicates that the vehicle was in drive mode before the engine was last turned off. Therefore, the VCU sets the initial operating state of the clutch to drive mode, signifying that the system has recognized the reusable motor as a ready state for use as a drive motor. Simultaneously, to confirm and maintain this state, the VCU sends a command to the clutch controller, instructing it to ensure the clutch is switched or held firmly in the drive position. This maintains the power configuration before engine shutdown, ensuring a rapid response and entry into drive mode should the driver require strong power. When the clutch's initial operating state is set to drive mode, the VCU controls the drive motor to participate normally in drive control. However, when a request to switch to an intermediate state or generator state is executed, the torque of the reusable motor is reset to zero.

[0042] Furthermore, such as Figure 3 The diagram illustrates the matching configurations and energy flow of the various power components of the front-drive multiplexed motor under different control states. When the multiplexed motor operates in generator mode, the clutch is engaged on the generator side, and the engine and multiplexed motor are directly mechanically connected. The engine, as the primary power source, drives the multiplexed motor, enabling it to function as a generator. In this mode, the energy flow is as follows: the engine's mechanical energy is converted into electrical energy generated by the multiplexed motor, which can be directly supplied to the rear drive motor or used to charge the battery. This mode is suitable for front-drive range extender generator operation in scenarios such as long-distance cruising and situations requiring continuous power supply, where the engine operates in its high-efficiency range to achieve continuous power supply.

[0043] When the reusable motor operates in drive mode (four-wheel drive mode), the clutch engages on the drive side. At this time, the mechanical connection between the reusable motor and the engine is broken, and it is instead connected to the front axle of the vehicle via a reducer. The reusable motor operates as a drive motor, drawing power from the battery to generate driving force. The energy flow is divided into two paths: one path uses battery power to drive the reusable motor, generating front-wheel drive force; the other path uses battery power to drive the rear motor, generating rear-wheel drive force (or the range extender generates power to supply the rear motor), thus forming four-wheel drive. This mode is suitable for front-wheel drive in scenarios with high power demands, such as overtaking and getting out of trouble.

[0044] During the switching between generator mode and drive mode, the clutch of the reusable motor passes through an intermediate position, at which point both the reusable motor and the engine are inactive. In this state, the reusable motor needs to adjust its own speed (to synchronize with the wheel speed when switching to drive mode, or to drop to zero speed when switching to generator mode) to achieve a smooth connection with the target side (drive side or generator side). At this time, energy flow is limited and power output is restricted to ensure the smoothness and safety of the switching process.

[0045] visible, Figure 3The clutch enables dynamic reconfiguration of the powertrain topology of the reused motor in different operating modes, allowing for flexible switching of energy flow between the power generation and driving modes. This balances the vehicle's range with strong power performance, thus meeting the needs of different driving scenarios.

[0046] like Figure 4 As shown, in a preferred embodiment, step S300, based on the current operating state and the power generation drive request, performs power generation or drive control on the multiplexed motor, including step S310: if the current operating state is an intermediate state and the power generation drive request is a power generation request, the power generation control of the multiplexed motor is achieved by switching the operating state of the clutch from the intermediate state to the power generation state, specifically including: Step S311: In response to detecting that the current working state of the clutch is intermediate and the power generation drive request is a power generation request, control the clutch to switch to the power generation position, and control the multiplex motor to adopt the speed mode and set the target speed to zero.

[0047] Specifically, the VCU continuously monitors the system status. When it detects that the clutch is currently in an intermediate state and the generator drive request is a generator request, it indicates that the clutch has disengaged from the drive side and is in a buffer phase, and the system needs to enter the range-extending generator mode. In this case, the VCU immediately sends a command to the clutch controller, instructing it to begin mechanical action to engage the clutch from the current intermediate position to the generator position. Simultaneously, to ensure a smooth and shock-free engagement between the clutch and the stationary engine side, the VCU sends a control command to the generator control unit (GCU) of the multiplex generator, switching the clutch engagement position from the intermediate side to the engine side, putting it into speed control mode, and setting the target speed to zero. This ensures that the rotor of the multiplex generator stops rotating or remains stationary before the clutch engages, thereby eliminating any potential speed difference with the engine side and preparing for a smooth engagement.

[0048] Step S312: In response to detecting that the actual engagement position of the clutch is on the generator side, control the clutch to switch to the generator state.

[0049] Specifically, the VCU continuously monitors feedback signals from the clutch position sensor, tracking the actual physical position of the clutch in real time. When the VCU receives a signal that the actual engagement position of the clutch is on the generator side, it indicates that the clutch has successfully completed the mechanical engagement action, forming a stable mechanical connection with the multiplex motor and the engine side. Once it is confirmed that the clutch has successfully engaged to the generator side, the VCU updates its operating mode to generator mode and sends control commands such as requesting start speed value and engine start request to the GCU. The GCU controls the multiplex motor to enter generator mode, enabling the vehicle to enter range extender mode. Subsequently, based on the energy demand of the vehicle (e.g., insufficient battery power or the driver setting forced power supply), the VCU sends a command to the Engine Management System (EMS) to start or adjust the engine operation. The EMS controls the engine to inject fuel and output target torque according to the start control request, so that the engine drives the multiplex motor, which is now working as a generator, to start generating electricity, thereby collaboratively completing the closed-loop control process from state switching to stable power generation.

[0050] Furthermore, if the clutch fault feedback indicates a generator-side fault, the VCU requests a clutch switching position command to switch to the intermediate position, which is the current safe position. This indicates a mode switching failure, and the driver is alerted via the instrument panel to the generator-side fault alarm information. Simultaneously, all subsequent steps are terminated to ensure system safety. If the clutch feedback indicates the current actual position is on the generator side, the VCU controls the clutch operation to generator mode and executes the engine start-stop procedure according to engine starting requirements. If there is no starting requirement, the normal shutdown control logic is executed to achieve fault isolation.

[0051] like Figure 5 As shown, in another preferred embodiment, step S300, based on the current operating state and the power generation drive request, performs power generation or drive control on the multiplexed motor, including step S320: if the current operating state is an intermediate state and the power generation drive request is a drive request, the multiplexed motor is driven by switching the operating state of the clutch from the intermediate state to the drive state, specifically including: Step S321: In response to detecting that the current working state of the clutch is intermediate and the power generation drive request is a drive request, control the clutch to switch to the drive position, control the multiplex motor to adopt torque control mode and set the target torque to zero, and dynamically calculate the target speed of the multiplex motor based on the wheel speed controlled by the multiplex motor.

[0052] Specifically, the VCU continuously monitors the clutch. When both the clutch's operating state is detected as intermediate and the generator drive request is a drive request, the VCU sends a command to the clutch controller, instructing it to initiate mechanical action to engage the clutch from its current neutral position to the drive position. However, it does not send a request command to the EMS, meaning the VCU does not interact with the EMS during the transition from the intermediate to the drive state. Simultaneously, the VCU issues a series of coordinated control commands to the GCU: First, it sets the control mode of the multiplexed motor to torque control and sets its target torque to zero to eliminate any residual torque that may exist in the motor and prevent impact during initial engagement. The VCU reads the wheel speed sensor signals of the wheels controlled by the multiplexed motor (e.g., left front wheel, right front wheel, left rear wheel, and / or right rear wheel) in real time. Based on the actual vehicle speed, it dynamically calculates and sets a target speed that the multiplexed motor needs to achieve. This target speed matches the speed of the multiplexed motor with the speed of the drive side when the vehicle is moving forward, minimizing the speed difference between the two before the clutch actually engages with the drive side, thus facilitating shock-free engagement.

[0053] At this point, the calculation expression for the target rotational speed of the GCU can be: GCU target speed = (left front wheel speed + right front wheel speed) ÷ 2 × final drive ratio ÷ (tire rolling radius × 2 × π × 60 ÷ 1000) ÷ compensation coefficient.

[0054] Step S322: In response to detecting that the actual engagement position of the clutch is on the drive side, control the clutch to switch to the drive state.

[0055] Specifically, the VCU continuously monitors feedback signals from the clutch position sensor, waiting for the mechanical actuator to complete the engagement action. When the VCU clearly receives a signal that the actual engagement position of the clutch is on the drive side, it indicates that the clutch has successfully and securely achieved mechanical connection with the wheel drive system, and the power path between the reusable motor and the drive wheels has been established. At this point, the VCU updates the system's clutch operating state from the intermediate state to the drive state, allowing the target vehicle to officially enter drive mode. Subsequently, the VCU's control strategy immediately shifts from switching logic to drive torque distribution logic. Based on the driver's accelerator pedal request and the vehicle's four-wheel drive strategy, it begins sending non-zero drive torque commands to the reusable motor, enabling it to output power as a drive motor, working in conjunction with the rear drive motor to provide the vehicle with strong driving performance.

[0056] Furthermore, if the VCU detects a clutch fault feedback indicating a drive-side fault, the VCU requests a clutch switching position command to switch to the generator position, which is the current safe position. It determines that the mode switching has failed and alerts the driver via the instrument panel that the drive engagement has failed, while simultaneously terminating all subsequent steps to ensure system safety. If the VCU detects that the clutch feedback indicates the current actual position is on the drive side, it controls the clutch to operate in drive mode and performs front motor torque control according to the four-wheel drive torque distribution strategy to achieve fault isolation.

[0057] like Figure 6 As shown, in another preferred embodiment, step S300, based on the current operating state and the power generation drive request, performs power generation or drive control on the multiplexed motor, including step S330: if the current operating state is the power generation state and the power generation drive request is the drive request, the multiplexed motor is driven by switching the clutch's operating state from the intermediate state to the drive state, specifically including: Step S331: In response to detecting that the current working state of the clutch is the power generation state and triggering the power generation drive request as a drive request, request the engine to cut off fuel and stop. After the engine speed drops to a preset speed threshold and the torque drops below a preset torque threshold, control the clutch to switch to the drive position, control the multiplexed motor to adopt the speed control mode and execute the target speed, and control the clutch to switch to the intermediate state.

[0058] Specifically, when the VCU detects that the system is currently in a power generation state (i.e., the engine is driving the multiplexed motor to generate electricity) but receives a drive request requiring strong power, it indicates that the current power generation link needs to be safely disconnected. Therefore, the VCU immediately sends a request to the EMS, instructing the EMS to perform a fuel cut-off operation to stop fuel injection and initiate a shutdown procedure, causing the engine speed to begin to decrease. The VCU continuously monitors the actual engine speed and output torque, waiting for its speed to drop below a preset safety threshold, while the torque also returns to zero or drops to a negligible level, so that the engine no longer outputs power and can safely perform mechanical disengagement. Once the conditions are met, the VCU instructs the clutch to disengage from the power generation side and move towards the drive side. At the same time, the VCU controls the multiplexed motor to switch to speed control mode and dynamically calculates a target speed based on the current vehicle speed or wheel speed, so as to synchronize the speed of the multiplexed motor with the speed of the wheel side that will be connected. When the clutch successfully moves to the transition point, that is, when its actual engagement position switches from the engine side to the intermediate position, it is determined that the clutch's working state has switched to the intermediate state.

[0059] At this point, the calculation expression for the target rotational speed of the GCU can be: GCU target speed = (left front wheel speed + right front wheel speed) ÷ 2 × final drive ratio ÷ (tire rolling radius × 2 × π × 60 ÷ 1000) ÷ compensation coefficient; The target rotational speed is measured in rpm, the wheel speed in kph, and the tire rolling radius in mm.

[0060] Furthermore, if the VCU detects that the engine fuel cut-off state is not complete, or detects that the duration for which the actual engine speed is less than or equal to a preset speed threshold is less than a preset time threshold, or detects a clutch fault feedback indicating a generator-side fault, or detects a clutch fault feedback indicating a drive-side fault, the VCU requests a clutch switching position command to switch to the generator position, i.e., the current safe position, and determines that the mode switching has failed. It then alerts the driver via the instrument panel that the drive engagement has failed and terminates all subsequent steps to ensure system safety.

[0061] Step S332: In response to detecting that the actual engagement position of the clutch is in the middle position, control the multiplex motor to adopt torque control mode and execute the target torque.

[0062] Specifically, when the VCU confirms via the position sensor that the clutch has successfully reached the intermediate position, it considers the system to have entered a buffering intermediate state. In this state, the VCU switches the multiplexed motor from speed control mode to torque control mode. Simultaneously, it sets the GCU target torque to zero and dynamically calculates a target speed. This eliminates any potential torque interference while maintaining speed synchronization, placing the multiplexed motor in a stable, unloaded standby state, preparing it for the clutch to finally engage with the drive side. At this time, the multiplexed motor, in torque control mode, outputs zero torque to ensure smooth engagement. Based on the VCU target speed, the GCU automatically judges the speed difference. During engagement, it responds to the power limit sent by the VCU but does not respond to the VCU torque control command, controlling the clutch to switch from the intermediate position side to the motor side (after engagement, no speed request is needed from the VCU). The GCU determines that engagement is complete based on the drive status, and responds to the torque command after the VCU sends the torque control mode.

[0063] The calculation expression for the target rotational speed of the GCU can be: GCU target speed = (left front wheel speed + right front wheel speed) ÷ 2 × final drive ratio ÷ (tire rolling radius × 2 × π × 60 ÷ 1000) ÷ compensation coefficient.

[0064] Furthermore, when the VCU detects a clutch fault feedback indicating a generator-side fault or a clutch fault feedback indicating a drive-side fault, the VCU requests a clutch switching position command to switch to the generator position, which is the safe position at this time. The VCU determines that the mode switching has failed and prompts the driver through the instrument panel that the drive-side engagement has failed, while terminating all subsequent steps to ensure system safety.

[0065] Step S333: In response to detecting that the actual engagement position of the clutch is on the drive side, control the clutch to switch to the drive state.

[0066] Specifically, after the shared motor is in a stable, no-load standby state, the VCU continues to instruct the clutch to engage from the intermediate position towards the drive side. The VCU continuously monitors the actual engagement position of the clutch. Once the VCU receives a signal from the sensor that the actual engagement position of the clutch is on the drive side, it indicates that the clutch has established a stable mechanical connection with the wheel drive system. At this time, the VCU updates the clutch operating state of the system from the intermediate state to the drive state, and immediately changes the control strategy from switching logic to drive torque distribution logic. Based on the vehicle's drive control strategy, the driver's power demand, and the four-wheel drive torque distribution strategy, it performs front motor torque control, sending a non-zero drive torque command to the shared motor, which operates as a drive motor, to participate in driving the vehicle.

[0067] like Figure 7 As shown, in another preferred embodiment, step S300, based on the current operating state and the power generation drive request, performs power generation or drive control on the multiplexed motor, including step S340: if the current operating state is the drive state and the power generation drive request is the power generation request, the power generation control of the multiplexed motor is achieved by switching the operating state of the clutch from the intermediate state to the power generation state, specifically including: Step S341: In response to detecting that the current working state of the clutch is the drive state and the power generation drive request is the power generation request, control the actual torque of the multiplex motor to decrease to zero according to the preset slope, and control the clutch to switch to the intermediate state.

[0068] Specifically, when the VCU detects that the system is currently in drive mode (i.e., the reused motor is driving the wheels) but receives a request to switch back to generator mode, it indicates that the drive force on the front axle needs to be smoothly removed to avoid sudden power interruption causing vehicle jerking. Therefore, the VCU immediately issues a command to the reused motor, instructing its output torque to no longer maintain its current value, but to gradually decrease to zero torque at a preset, relatively gentle slope. This slope ensures a smooth and comfortable transition from four-wheel drive to two-wheel drive mode during the torque decrease. Simultaneously or after the torque begins to decrease, the VCU instructs the clutch to engage, disengage from the drive side, and move towards the intermediate position. When the VCU confirms that the torque has dropped to zero and the clutch has reached the intermediate position, it officially updates the system's clutch operating state to the intermediate state, preparing the reused motor to switch from drive mode to generator mode. It is easy to understand that in this embodiment, two-wheel drive mode refers to the drive mode of the target vehicle when the reused motor is in generator mode.

[0069] Step S342: In response to detecting that the actual torque of the multiplex motor is less than the preset torque threshold, control the clutch to switch to the intermediate position or the generator position according to the engine speed, and control the multiplex motor to adopt the speed mode and set the target speed to zero.

[0070] Specifically, the VCU continuously monitors the actual torque fed back by the multiplex motor. When it confirms that the torque is less than a very small safety threshold, it determines whether the engine has completed the shutdown process. If the engine is still rotating (i.e., the speed has not returned to zero), the command clutch is switched to the intermediate position and held, while the multiplex motor is controlled to enter the speed mode and the target speed is set to zero to avoid a huge impact caused by the sudden engagement of the high-speed rotating engine and the motor with the target speed of zero. If the engine has already stopped (i.e., the speed is zero), the command clutch is moved to the generator position, the multiplex motor is controlled to enter the speed mode and the target speed is set to zero. The purpose is to make the multiplex motor stop rotating as soon as possible so as to achieve speed synchronization with the stationary or about-to-stop engine side, creating the condition of zero speed difference for the final mechanical engagement.

[0071] Furthermore, if the VCU detects that the actual torque fed back by the multiplexed motor is greater than or equal to the safety threshold for a duration exceeding a preset time threshold, or if it detects a clutch fault feedback indicating a drive-side fault, the VCU requests a clutch switching position command to the generator position, i.e., the current safe position. It determines that the mode switch has failed and alerts the driver via the instrument panel with a fault alarm message from the generator side, while simultaneously terminating all subsequent steps to ensure system safety. If the VCU detects that the current actual clutch position is the intermediate position, the VCU requests a clutch switching position command to maintain the current state. If the VCU detects a clutch fault feedback indicating a drive-side fault, the VCU requests a clutch switching position command to the intermediate position, determines that the mode switch has failed, alerts the driver via the instrument panel with a fault alarm message from the generator side, and simultaneously terminates all subsequent steps to ensure system safety.

[0072] Step S343: In response to detecting that the actual engagement position of the clutch is on the generator side and the actual speed of the reuse motor is less than a preset speed threshold, control the clutch to switch to the generator state.

[0073] Specifically, when the VCU detects that the actual engagement position of the clutch has switched from the intermediate position to the generator side, it indicates that the mechanical connection has been successfully established. It then requests the starting speed of the reused motor, allowing it to assist the engine start request. If the actual speed of the reused motor is detected to be less than a very low preset speed threshold (which can be considered as if it has stopped rotating), it indicates that a smooth, shock-free engagement can be achieved. Therefore, the VCU requests the generator speed of the reused motor to be adjusted to a target speed and updates the clutch operating state from the intermediate state to the generator state, causing the vehicle's powertrain to switch to a range extender topology. The engine start-stop procedure is executed according to the starting requirement; if there is no starting requirement, the normal shutdown control logic is executed. Subsequently, based on the vehicle's energy demand (e.g., insufficient battery power or the driver setting forced power preservation), the VCU sends a start or adjustment request to the EMS. The EMS then controls the engine to inject fuel and output the target torque according to the start control request, causing the engine to drive the reused motor, which is now operating as a generator, to begin generating electricity. This collaboratively completes the closed-loop control process from state switching to stable power generation.

[0074] It is easy to understand that the preset values ​​of speed threshold, time threshold, discharge power threshold, vehicle speed threshold, torque threshold, fault level threshold, motor fault level threshold, and time threshold can be the same or different in different embodiments.

[0075] In another preferred embodiment, step S500 is further included: Based on the real-time operating status of the clutch in the power generation, intermediate, and driving states, the wheel speed of the wheel controlled by the reused motor, and the maximum allowable charging and discharging power of the battery, the real-time limits of the maximum allowable driving power and maximum power generation of the reused motor are determined.

[0076] Specifically, the calculation process for the maximum allowable GCU drive power during the VCU clutch operating state switching is as follows: When the GCU receives a clutch switching position command from the VCU and performs clutch switching, it must limit its actual power to not exceed the maximum allowable GCU drive power during speed regulation. When the VCU clutch is in generator mode, the maximum allowable drive power of the GCU is the rated value M1KW. When the VCU clutch is in the intermediate operating state, the maximum permissible GCU drive power is M2KW. The specific value of M2 can be obtained directly from the M-series values ​​in Table 1 based on the front wheel speed and the maximum permissible battery discharge power, and the front wheel speed = (left front wheel speed + right front wheel speed) ÷ 2). Table 1: Mapping Table of Front Wheel Speed ​​and Maximum Allowable Battery Discharge Power

[0077] When the VCU clutch is in drive mode, the maximum allowable drive power of the GCU is calculated according to the four-wheel drive distribution - front and rear drive distribution ratio.

[0078] The calculation process for the maximum allowable GCU power generation during the VCU clutch operating state switching is as follows: When the GCU receives a clutch switching position command from the VCU to switch the clutch, it must limit its actual power to not exceed the maximum allowable power generation of the GCU during the speed regulation process. When the VCU clutch is in generator mode, the maximum allowable generator power of the GCU is the rated value N1KW. When the VCU clutch is in the intermediate operating state, the maximum allowable power generation of the GCU is N2KW. The specific value of N2 can be obtained directly from the N-series values ​​in Table 2 based on the front wheel speed and the maximum allowable discharge / charge power of the battery, and the front wheel speed = (left front wheel speed + right front wheel speed) ÷ 2). Table 2: Mapping Table of Front Wheel Speed ​​and Maximum Allowable Battery Charging Power

[0079] When the VCU clutch is in drive mode, the maximum power output of the GCU is allowed to be calculated according to the four-wheel drive distribution - front-rear drive distribution ratio.

[0080] Furthermore, hardware optimizations can be made, such as adding a front motor configuration to create a dual-motor four-wheel drive range-extended vehicle consisting of a generator, a front drive motor, and a rear drive motor. Upgrading the hardware can improve power and power generation performance, enabling simultaneous range-extending power generation and four-wheel drive operation, resulting in better drivability.

[0081] Furthermore, real-time optimization algorithms can be used to dynamically adjust the maximum allowable power limit of the battery based on data such as battery age and mileage. By looking up the allowable GCU power limit value in a table, the battery can be dynamically adapted to its actual state, preventing overcharging or over-discharging during the switching process and ensuring battery health to a greater extent.

[0082] In summary, the multiplexing motor control method proposed in this application has at least the following beneficial effects: This application comprehensively judges parameters such as the multimedia ICU energy consumption mode, vehicle status, battery fault level, range extender fault level, and maximum battery charging and discharging power to control the switching of the VCU clutch working state, ensuring a reasonable match between power preservation and power while meeting the driver's needs. Based on multi-dimensional condition judgment of driving intention recognition and real-time vehicle status (battery level / vehicle speed / fault level / battery power), it can realize intelligent switching between power generation mode and driving mode, and accurately feedback the reason for the limitation through differentiated instrument prompts (low battery / high vehicle speed / fault) when the switching conditions are not met, so that the driver can better understand the actual status of the vehicle.

[0083] This application designs a state machine that includes an initialization state, a power generation state, an intermediate state, and a driving state. It fully considers the transitions and execution logic of each state to ensure a smooth and seamless mode switching process. Specifically, the initialization state is used as the default state after the vehicle is powered on, where the vehicle state and the states of each controller are identified to ensure the accuracy of subsequent states. The intermediate state serves as a transition buffer layer to achieve torque / speed pre-synchronization (e.g., during drive switching, the target speed of the front motor = wheel speed conversion value × compensation coefficient). Before switching from the power generation state to the driving state, engine fuel cut-off and speed reduction to zero are executed. When switching from the driving state to the power generation state, the torque ramp of the multiplexed motor is reduced to zero, achieving shutdown control and torque transfer. This application achieves clutch fault isolation by real-time detection of clutch position faults (generator side / drive side). In case of a fault, the clutch is disengaged from the drive side first to ensure normal vehicle operation. In non-drive mode, the clutch is locked and an instrument alarm is triggered.

[0084] This application uses a two-dimensional lookup table method for dynamic calculation based on dual power boundary constraints (maximum battery charging / discharging power) and wheel speed feedback. When switching from generator mode to drive mode, the maximum drive power of the GCU in the intermediate state (M-series values) is calculated as follows: Considering that in most scenarios the GCU transitions from low to high speed, the drive power is needed for speed increase control. To ensure the switching time is as short as possible and the switching process does not affect the normal operation of the subsequent motor, a lookup table is used. When switching from drive mode to generator mode, the maximum generator power of the GCU in the intermediate state (N-series values) is calculated as follows: Considering that in all scenarios the GCU transitions from high to low speed, the generator power is needed for speed decrease control. To ensure the switching time is as short as possible and the switching process does not affect the normal operation of the subsequent motor, a lookup table is used.

[0085] In summary, this application, through multi-state judgment and control, reasonable energy distribution, fault handling, fault indication, and driving experience optimization, can effectively control the vehicle's power generation and power performance in the range-extended hybrid system, providing users with a long range guarantee for range-extended vehicles and a strong power output experience from pure electric four-wheel drive.

[0086] On the other hand, this embodiment provides a multiplexed motor control system, such as Figure 8 As shown, it includes: The data acquisition module 801 is used to acquire the motion state data of the target vehicle and the current working state of the clutch in real time. The current working state includes at least the power generation state, intermediate state and driving state. The power generation drive request determination module 802 is used to determine the power generation drive request of the multiplexed motor based on motion state data and driving intention. The control execution module 803 is used to control the multiplexed motor to generate electricity or drive it based on the current working status and the power generation drive request.

[0087] This embodiment also provides a vehicle, such as Figure 9 As shown, it includes a memory and a processor. In a specific example, the memory stores a computer program, which, when executed by the processor, implements the method of any of the above embodiments.

[0088] This embodiment also provides a computer-readable storage medium having a computer program stored thereon, the computer program being loaded by a processor to execute the arrangement in any of the methods described above.

[0089] In the embodiments of this application, the storage medium may be a magnetic disk, an optical disk, a read-only memory (ROM), or a random access memory (RAM), etc.

[0090] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0091] The above provides a detailed description of a multiplexed motor control method, system, and vehicle provided by the embodiments of this application. Specific examples have been used to illustrate the principles and implementation methods of this application. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of this application. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of this application. Therefore, the content of this specification should not be construed as a limitation of this application.

Claims

1. A method for controlling a multiplexed motor, characterized in that, Includes the following steps: The motion status data of the target vehicle and the current working status of the clutch are acquired in real time. The current working status includes at least the power generation status, intermediate status and drive status. Based on the motion state data and driving intention, determine the power generation drive request of the reused motor; Based on the current working state and the power generation drive request, the multiplexed motor is controlled to generate or drive. The step of controlling the multiplexed motor to generate electricity or drive based on the current operating state and the power generation drive request includes: In response to detecting that the current operating state of the clutch is the generator state and triggering the generator drive request as a drive request, the engine is requested to cut off fuel and stop. After the engine speed drops to a preset speed threshold and the torque drops below a preset torque threshold, the clutch is controlled to switch to the drive position, the multiplexed motor is controlled to adopt the speed control mode and execute the target speed, and the clutch is controlled to switch to the intermediate state. In response to detecting that the actual engagement position of the clutch is in the intermediate position, the multiplexed motor is controlled to switch from the speed control mode to the torque control mode, the generator's target torque is set to zero, and the target speed is dynamically executed. In response to detecting that the actual engagement position of the clutch is on the drive side, the clutch is controlled to switch to the drive state.

2. The multiplexing motor control method according to claim 1, characterized in that, Before acquiring the real-time motion state data of the target vehicle and the current working state of the clutch, the method further includes: Determine the initial operating state of the clutch; Determining the initial operating state of the clutch includes: In response to the detection that the high voltage completion flag on the vehicle is true, the actual engagement position of the clutch of the target vehicle is obtained; When the actual engagement position of the clutch is in the middle position or an unknown position, the initial working state of the clutch is set to the middle state, and the clutch is controlled to switch to the middle position. When the actual engagement position of the clutch is on the power generation side, the initial working state of the clutch is set to the power generation state, and the clutch is controlled to switch to the power generation position. When the actual engagement position of the clutch is on the drive side, the initial working state of the clutch is set to the drive state, and the clutch is controlled to switch to the drive position.

3. The multiplexing motor control method according to claim 1, characterized in that, The step of controlling the multiplexed motor to generate electricity or drive based on the current operating state and the power generation drive request includes: In response to detecting that the current operating state of the clutch is an intermediate state and the power generation drive request is a power generation request, the clutch is controlled to switch to the power generation position, and the multiplexed motor is controlled to adopt a speed mode and the target speed is set to zero. In response to detecting that the actual engagement position of the clutch is on the power generation side, the clutch is controlled to switch to the power generation state.

4. The multiplexing motor control method according to claim 1, characterized in that, The step of controlling the multiplexed motor to generate electricity or drive based on the current operating state and the power generation drive request includes: In response to detecting that the current working state of the clutch is an intermediate state and the power generation drive request is a drive request, the clutch is controlled to switch to the drive position, the multiplex motor is controlled to adopt torque control mode and the target torque is set to zero, and the target speed of the multiplex motor is dynamically calculated based on the wheel speed of the wheel controlled by the multiplex motor. In response to detecting that the actual engagement position of the clutch is on the drive side, the clutch is controlled to switch to the drive state.

5. The multiplexing motor control method according to claim 1, characterized in that, The step of controlling the multiplexed motor to generate electricity or drive based on the current operating state and the power generation drive request includes: In response to detecting that the current working state of the clutch is the drive state and the power generation drive request is the power generation request, the actual torque of the multiplexed motor is controlled to decrease to zero according to a preset slope, and the clutch is controlled to switch to the intermediate state; In response to detecting that the actual torque of the multiplex motor is less than a preset torque threshold, the clutch is controlled to switch to the intermediate position or the generator position according to the engine speed, and the multiplex motor is controlled to adopt the speed mode and the target speed is set to zero. In response to detecting that the actual engagement position of the clutch is on the power generation side and the actual speed of the multiplexed motor is less than a preset speed threshold, the clutch is controlled to switch to the power generation state.

6. The multiplexing motor control method according to claim 1, characterized in that, The method further includes: Based on the real-time operating status of the clutch in the power generation state, intermediate state and driving state, the wheel speed of the wheel controlled by the multiplex motor, and the maximum allowable charging and discharging power of the battery, the real-time limits of the maximum allowable driving power and maximum power generation power of the multiplex motor are determined.

7. The multiplexing motor control method according to claim 1, characterized in that, After performing power generation or drive control on the multiplexed motor, the method further includes: Based on the real-time monitored clutch position fault feedback signal, the target operation is executed, which includes suspending the current switching process, switching the actual engagement position of the clutch to a safe position, and triggering a fault alarm.

8. A multiplexed motor control system, characterized in that, include: The data acquisition module is used to acquire the motion state data of the target vehicle and the current working state of the clutch in real time. The current working state includes at least the power generation state, intermediate state and drive state. The power generation drive request determination module is used to determine the power generation drive request of the multiplexed motor based on the motion state data and driving intention. The control execution module is used to control the multiplexed motor to generate electricity or drive it based on the current operating state and the power generation drive request. The step of controlling the multiplexed motor to generate electricity or drive based on the current operating state and the power generation drive request includes: In response to detecting that the current operating state of the clutch is the generator state and triggering the generator drive request as a drive request, the engine is requested to cut off fuel and stop. After the engine speed drops to a preset speed threshold and the torque drops below a preset torque threshold, the clutch is controlled to switch to the drive position, the multiplexed motor is controlled to adopt the speed control mode and execute the target speed, and the clutch is controlled to switch to the intermediate state. In response to detecting that the actual engagement position of the clutch is in the intermediate position, the multiplexed motor is controlled to switch from the speed control mode to the torque control mode, the generator's target torque is set to zero, and the target speed is dynamically executed. In response to detecting that the actual engagement position of the clutch is on the drive side, the clutch is controlled to switch to the drive state.

9. A vehicle, characterized in that, It includes a memory and a processor, wherein the memory stores a computer program, which, when executed by the processor, implements the multiplexed motor control method as described in any one of claims 1 to 7.

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