Control method for rapid separation of electromagnetic clutch and related equipment

Abstract

The invention discloses a control method for rapid separation of an electromagnetic clutch and related equipment, relates to the field of hybrid electric vehicle control, and mainly aims to solve the problem that abnormal speed difference can occur in the parallel connection process of the electromagnetic clutch of an existing hybrid power gearbox. The method comprises the steps that the rotating speed difference value between an engine and a motor of the electromagnetic clutch is obtained, and the rotating speed difference value comprises the actual speed difference of the two ends of the clutch and the vehicle speed back calculation speed difference; under the condition that the rotating speed difference value, the hybrid power state machine mode of the vehicle and the clutch state of the vehicle meet overspeed scene triggering conditions at the same time, the electromagnetic clutch enters an overspeed scene, and the overspeed scene comprises an engine overspeed scene and a motor overspeed scene; and under the condition that the electromagnetic clutch enters the overspeed scene, a basic protection strategy is executed, and the basic protection strategy is used for controlling the electromagnetic clutch to be separated.

Description

Technical Field

[0001] This invention relates to the field of hybrid vehicle control, and more particularly to a control method and related equipment for rapid disengagement of an electromagnetic clutch. Background Technology

[0002] In the field of hybrid electric vehicle technology, multi-mode hybrid dedicated transmissions have become a key focus of research and application due to their efficient energy management capabilities. These transmissions typically use electromagnetic jaw clutches to achieve power coupling and decoupling between the engine and the electric motor, thereby switching between different operating modes such as series and parallel operation to optimize vehicle economy and performance. Existing technologies include various optimization schemes for electromagnetic clutch disengagement control. For example, controlling the motor's jitter torque assists in smooth clutch disengagement under normal operating conditions, and monitoring the speed difference between the clutch ends to confirm the disengagement status, providing a basis for mode switching. These schemes, to a certain extent, ensure the smoothness and reliability of mode switching under normal conditions.

[0003] However, the design of these existing methods mainly focuses on normal operating conditions without faults or within expectations. Their control logic is based on the premise that the clutch driving and driven ends are in a controllable synchronous state during engagement or disengagement. Once the vehicle is operating in parallel or switching to parallel mode, due to unforeseen factors such as engine or motor controller failure or sudden load changes, an unexpected and abnormal speed difference (i.e., abnormal overspeed condition) occurs between the clutch driving and driven ends. The system has difficulty in timely identifying the dangerous situation where the engine end speed is much higher than the motor end speed, or the motor end speed is much higher than the engine end speed. This leads to a lag or absence of control strategy, causing the electromagnetic clutch to remain engaged or attempt to engage under abnormal speed differences. This can not only cause excessive clutch wear, slippage, overheating, or even damage, but also impact the entire transmission system, threatening vehicle driving safety and the service life of components. Summary of the Invention

[0004] In view of the above problems, the present invention provides a control method and related equipment for rapid disengagement of an electromagnetic clutch, the main purpose of which is to solve the problem of abnormal speed difference that occurs in the parallel operation of electromagnetic clutches in existing hybrid transmissions.

[0005] To solve at least one of the above-mentioned technical problems, in a first aspect, the present invention provides a control method for rapid disengagement of an electromagnetic clutch, the method comprising: The speed difference between the engine and the motor of the electromagnetic clutch is obtained, wherein the speed difference includes the actual speed difference at both ends of the clutch and the speed difference calculated from the vehicle speed. When the speed difference, the vehicle's hybrid state machine mode, and the vehicle's clutch state simultaneously meet the overspeed scenario triggering conditions, the electromagnetic clutch enters the overspeed scenario, wherein the overspeed scenario includes engine overspeed scenario and motor overspeed scenario. When the electromagnetic clutch enters the overspeed scenario, a basic protection strategy is executed, wherein the basic protection strategy is used to control the disengagement of the electromagnetic clutch.

[0006] Optionally, obtaining the speed difference between the engine and the motor of the electromagnetic clutch includes: Obtain the actual motor speed; The converted speed of the motor is determined based on the ratio of the actual speed of the motor to the preset transmission speed ratio; The actual speed difference between the two ends of the clutch is determined based on the difference between the converted speed of the motor and the actual speed of the engine.

[0007] Optionally, obtaining the speed difference between the engine and the motor of the electromagnetic clutch includes: Get the vehicle's current speed; The theoretical motor speed is determined based on the current driving speed; The vehicle speed difference is determined by the difference between the theoretical speed of the motor and the actual speed of the engine.

[0008] Optional, The first condition is that the actual speed difference at both ends of the clutch is less than a first preset speed difference, or the second condition is that the speed difference calculated from the vehicle speed is less than a second preset speed difference, wherein the first preset speed difference is greater than the second preset speed difference, and both the first preset speed difference and the second preset speed difference are negative values. The second condition is that the vehicle's hybrid state machine mode is in parallel mode, or that it switches from series mode to parallel mode. The third condition is that the clutch status of the vehicle is either engaged or already engaged. When the speed difference, the vehicle's hybrid state machine mode, and the vehicle's clutch state simultaneously meet the overspeed scenario triggering conditions, the electromagnetic clutch enters the overspeed scenario, including: If the first condition, the second condition, and the third condition occur simultaneously, it is determined that the electromagnetic clutch has entered the engine overspeed scenario.

[0009] Optional The fourth condition is that the actual speed difference between the two ends of the clutch is greater than the third preset speed difference, or the fourth condition is that the speed difference calculated from the vehicle speed is greater than the fourth preset speed difference. Wherein, the fourth preset speed difference is greater than the third preset speed difference, and both the fourth preset speed difference and the third preset speed difference are positive values. The fifth condition is that the vehicle's hybrid power state machine mode is in parallel mode. The sixth condition is that the clutch of the vehicle is engaged; When the speed difference, the vehicle's hybrid state machine mode, and the vehicle's clutch state simultaneously meet the overspeed scenario triggering conditions, the electromagnetic clutch enters the overspeed scenario, including: If the fourth, fifth, and sixth conditions occur simultaneously, it is determined that the electromagnetic clutch has entered the motor overspeed scenario.

[0010] Optionally, when the electromagnetic clutch enters the overspeed scenario, the execution of a basic protection strategy includes: When entering the overspeed scenario, the electromagnetic clutch is disengaged to control the electromagnetic clutch to exit the parallel mode of the engine and motor.

[0011] Optionally, the above methods also include: Within one ignition cycle, monitor the number of times the overspeed scenario is entered; If the number of entries exceeds a preset number, the current ignition cycle is paused before entering the overspeed scenario.

[0012] Secondly, embodiments of the present invention also provide a control device for rapid disengagement of an electromagnetic clutch, comprising: The acquisition unit is used to acquire the speed difference between the engine and the motor of the electromagnetic clutch, wherein the speed difference includes the actual speed difference at both ends of the clutch and the speed difference calculated from the vehicle speed. The triggering unit is used to enter an overspeed scenario when the speed difference, the hybrid state machine mode of the vehicle, and the clutch state of the vehicle simultaneously meet the overspeed scenario triggering conditions. The overspeed scenario includes an engine overspeed scenario and an electric motor overspeed scenario. An execution unit is configured to execute a basic protection strategy when entering the overspeed scenario, wherein the basic protection strategy is used to control the disengagement of the electromagnetic clutch.

[0013] To achieve the above objectives, according to a third aspect of the present invention, a computer-readable storage medium is provided, the computer-readable storage medium comprising a stored program, wherein, when the program is executed by a processor, the steps of the control method for rapid disengagement of the electromagnetic clutch described above are implemented.

[0014] To achieve the above objectives, according to a fourth aspect of the present invention, an electronic device is provided, comprising at least one processor and at least one memory connected to the processor; wherein the processor is configured to invoke program instructions in the memory to execute the steps of the control method for rapid disengagement of the electromagnetic clutch described above.

[0015] By employing the above technical solution, the control method and related equipment for rapid disengagement of the electromagnetic clutch provided by this invention address the problem of abnormal speed difference that occurs during parallel operation of the electromagnetic clutch in existing hybrid transmissions. This invention obtains the speed difference between the engine and motor of the electromagnetic clutch, where the speed difference includes the actual speed difference at both ends of the clutch and the speed difference calculated from the vehicle speed. When the speed difference, the vehicle's hybrid state machine mode, and the vehicle's clutch state simultaneously meet the overspeed scenario triggering conditions, the electromagnetic clutch enters an overspeed scenario, which includes both engine and motor overspeed scenarios. When the electromagnetic clutch enters the overspeed scenario, a basic protection strategy is executed, which controls the disengagement of the electromagnetic clutch. In this solution, system anomalies are detected by continuously monitoring the key parameter of the speed difference at both ends of the clutch. Unlike existing solutions that only focus on single data or normal processes, this solution introduces a scenario-based judgment logic. It not only monitors the existence of the speed difference but also analyzes the direction of the speed difference—that is, whether the engine speed is higher than the motor speed or vice versa—and correlates it with the vehicle's current operating mode and the real-time state of the clutch for comprehensive analysis. This combined judgment of multi-dimensional parameters forms the basis for identifying two specific abnormal operating conditions: "engine overspeed scenario" and "motor overspeed scenario." When the system analyzes and determines that the current state exactly matches all the characteristics of a preset abnormal operating condition, it determines that it has entered the corresponding overspeed scenario. Once this operating condition is identified, the preset basic protection strategy is immediately triggered, controlling the electromagnetic clutch to perform a disengagement operation. This action directly interrupts the power transmission path between the engine and the motor, causing the power system to exit the current parallel operation state, thereby isolating the clutch and its associated transmission components from the continuous abnormal speed difference condition, reducing the risk of mechanical damage that may be caused by the continued abnormal operating condition.

[0016] Correspondingly, the control device, equipment, and computer-readable storage medium for rapid disengagement of the electromagnetic clutch provided in the embodiments of the present invention also have the above-mentioned technical effects.

[0017] The above description is merely an overview of the technical solution of the present invention. In order to better understand the technical means of the present invention and to implement it in accordance with the contents of the specification, and in order to make the above and other objects, features and advantages of the present invention more apparent and understandable, specific embodiments of the present invention are described below. Attached Figure Description

[0018] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the invention. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1 A flowchart illustrating a control method for rapid disengagement of an electromagnetic clutch provided by an embodiment of the present invention is shown. Figure 2 This diagram illustrates a schematic block diagram of a control device for rapid disengagement of an electromagnetic clutch provided in an embodiment of the present invention. Figure 3 A schematic block diagram of a control electronic device for rapid disengagement of an electromagnetic clutch provided in an embodiment of the present invention is shown. Detailed Implementation

[0019] Exemplary embodiments of the invention will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the invention are shown in the drawings, it should be understood that the invention may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this invention will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art.

[0020] To address the issue of abnormal speed differences occurring during parallel operation of electromagnetic clutches in existing hybrid transmissions, this invention provides a control method for rapid disengagement of the electromagnetic clutch, such as... Figure 1 As shown, the method includes: S101. Obtain the speed difference between the engine and the motor of the electromagnetic clutch, wherein the speed difference includes the actual speed difference at both ends of the clutch and the speed difference calculated from the vehicle speed. For example, the actual speed difference between the two ends of the clutch refers to the difference obtained by directly comparing the actual speed of the motor with the actual speed of the engine after conversion based on the actual speed of the motor and the preset transmission ratio. The speed difference calculated by vehicle speed back-calculation refers to the difference obtained by comparing the theoretical speed of the motor, calculated from the current vehicle speed, with the actual speed of the engine. These two speed differences represent the difference in speed between the driving and driven ends of the clutch calculated based on different signal sources.

[0021] This application constructs a dual-channel verification mechanism by parallel calculation of the actual speed difference at both ends of the clutch and the speed difference calculated from the vehicle speed. In specific implementation, the system synchronously collects the actual motor speed signal and the real-time vehicle speed signal, obtaining two independent sets of speed difference data through transmission ratio conversion and speed inversion algorithms, respectively. For example, when the vehicle is accelerating, the front motor speed changes with the transmission ratio. At this time, the system will synchronously update the actual speed difference based on the motor speed and the inverse speed difference based on the vehicle speed pulse count, ensuring that the data from the two calculation methods remain consistent in real-time.

[0022] Through the aforementioned technical solution, the dual-source data verification mechanism provides a more reliable data foundation for subsequent judgments. By mutually verifying different physical signal sources, it can effectively identify anomalies caused by single sensor failure or signal drift, reducing the possibility of misjudgments due to data acquisition errors. This redundant design enhances the system's robustness under complex operating conditions, laying a solid data foundation for accurately identifying overspeeding scenarios.

[0023] In one embodiment, obtaining the speed difference between the engine and the motor of the electromagnetic clutch includes: Obtain the actual motor speed; The converted speed of the motor is determined based on the ratio of the actual speed of the motor to the preset transmission speed ratio; The actual speed difference between the two ends of the clutch is determined based on the difference between the converted speed of the motor and the actual speed of the engine.

[0024] For example, the actual speed of the motor refers to the real-time rotational speed of the motor rotor during operation; the preset transmission ratio refers to the fixed mechanical transmission ratio between the motor output shaft and the driven end of the clutch; the converted speed of the motor refers to the theoretical speed value corresponding to the driven end of the clutch corresponding to the actual speed of the motor through the preset transmission ratio; and the actual speed difference between the two ends of the clutch refers to the difference between the converted motor speed and the actual speed of the engine.

[0025] This application obtains the actual motor speed and then compares it with a preset transmission ratio. The actual rotational speed of the motor is then converted to a speed reference at the driven end of the clutch. This converted motor speed is then compared in real-time with the directly acquired actual engine speed to obtain the actual speed difference between the two ends of the clutch, reflecting the degree of speed matching between the driving and driven ends. For example, when the hybrid system is in parallel mode, if the engine speed suddenly increases due to acceleration, the system can promptly detect abnormal speed deviations at both ends of the clutch by continuously calculating the difference between the converted motor speed and the actual engine speed.

[0026] By employing the aforementioned technical solution, the direct comparability of the clutch driving and driven end speeds is established through standardized conversion of the transmission link. This allows the calculated speed difference to accurately reflect the actual slip state of the clutch engagement surface. This calculation method provides direct and reliable data for subsequent judgment of whether the clutch is in abnormal operating conditions, helping to improve the accuracy and timeliness of the system's monitoring of the transmission system's status.

[0027] In one embodiment, obtaining the speed difference between the engine and the motor of the electromagnetic clutch includes: Get the vehicle's current speed; The theoretical motor speed is determined based on the current driving speed; The vehicle speed difference is determined by the difference between the theoretical speed of the motor and the actual speed of the engine.

[0028] For example, the current driving speed refers to the real-time vehicle speed signal collected by the vehicle wheel speed sensor, and the theoretical motor speed refers to the theoretical speed value of the clutch driven end calculated based on the vehicle driving speed and the parameters of the whole vehicle transmission system.

[0029] This application uses the vehicle's current speed and known fixed parameters such as tire rolling radius, final drive ratio, and transmission ratio to deduce the theoretical motor speed, which should be present at the driven end of the clutch under ideal transmission conditions. This theoretical calculation is then compared in real-time with the actual engine speed to obtain the vehicle speed-to-motor speed difference, serving as a verification channel. For example, when the vehicle is cruising at a constant speed on a flat road, the theoretical motor speed calculated from the stable vehicle speed should be synchronized with the actual engine speed. If the engine speed spikes due to a malfunction, the calculated speed difference will immediately show an anomaly.

[0030] The above-described calculation process for the inverse speed difference is based on the reverse derivation of vehicle speed and transmission system parameters. First, the vehicle's current speed is acquired through wheel speed sensors; this speed signal reflects the vehicle's actual driving state. Then, based on known fixed parameters such as tire rolling radius, final drive ratio, and gearbox ratio, the vehicle speed is converted into the theoretical rotational speed that the clutch driven end, i.e., the motor end, should possess. This conversion process essentially restores the linear velocity of the wheels to the angular velocity of the rotating components through the inverse operation of the transmission chain. Finally, the calculated theoretical motor speed is compared in real time with the directly acquired actual engine speed; the difference between the two is the inverse speed difference calculated from the vehicle speed.

[0031] For example, when a vehicle maintains a constant speed on a straight road, the theoretical motor speed calculated from the stable vehicle speed should match the actual engine speed. If the engine speed suddenly increases due to a control malfunction, the calculated speed difference will immediately show a positive abnormality. The advantage of this calculation method is that its data source is independent of the motor's own speed sensor. Even if the motor speed signal is distorted or lost, the speed difference between the two ends of the clutch can still be indirectly calculated through the vehicle speed signal, providing a backup verification channel for judging abnormal operating conditions.

[0032] By employing the aforementioned technical solution, an auxiliary verification channel for speed difference is established through reverse calculation using a vehicle speed signal independent of the motor speed sensor. This calculation method does not directly rely on the motor's own speed feedback, providing redundant data sources when the front motor speed sensor experiences signal distortion or failure. This dual-source heterogeneous data acquisition mechanism enhances the reliability of speed difference information, providing mutually redundant data support for subsequent judgment logic and reducing the risk of system misjudgment or missed judgment due to a single signal source failure.

[0033] S102. When the speed difference, the hybrid power state machine mode of the vehicle, and the clutch state of the vehicle simultaneously meet the overspeed scenario triggering conditions, the electromagnetic clutch enters the overspeed scenario, wherein the overspeed scenario includes engine overspeed scenario and motor overspeed scenario. For example, the hybrid power state machine mode refers to the current operating mode determined by the logic unit that controls the transition of the working state of the hybrid power system, the clutch state refers to the current engaged or disengaged working state of the electromagnetic jaw clutch, and the overspeed scenario refers to the abnormal working condition classification based on specific conditions, including two typical cases: engine overspeed scenario and motor overspeed scenario.

[0034] This application continuously monitors three key parameters: speed difference, hybrid power state machine mode, and clutch status, and determines whether they simultaneously meet a preset combination of triggering conditions to enter the corresponding overspeed scenario. Specifically, the system checks in parallel whether the current vehicle status meets all the judgment conditions for either engine overspeed or electric motor overspeed scenarios. For example, when the hybrid power state machine indicates that the system is in parallel mode and the clutch feedback indicates that it is engaged, if the actual speed difference between the two ends of the clutch is detected to continuously exceed the normal range and reach a preset threshold, the system will determine to enter the corresponding overspeed scenario. The entire judgment process requires that the status of all relevant parameters must simultaneously meet a specific logical relationship; if any condition is not met, the overspeed scenario judgment will not be triggered.

[0035] By employing the aforementioned technical solution, a multi-parameter joint judgment mechanism enables accurate identification of abnormal operating conditions. Correlation analysis between abnormal speed differences and the vehicle's current operating mode and the actual clutch state effectively distinguishes overspeed phenomena caused by different factors. This comprehensive judgment method avoids false triggering due to instantaneous fluctuations in a single parameter, ensuring that the system only activates protection strategies when a genuine anomaly occurs and may pose a risk. Furthermore, specific classification of overspeed scenarios makes subsequent processing strategies more targeted, providing an accurate basis for taking appropriate protective measures.

[0036] In one embodiment, The first condition is that the actual speed difference at both ends of the clutch is less than a first preset speed difference, or the second condition is that the speed difference calculated from the vehicle speed is less than a second preset speed difference, wherein the first preset speed difference is greater than the second preset speed difference, and both the first preset speed difference and the second preset speed difference are negative values. The second condition is that the vehicle's hybrid state machine mode is in parallel mode, or that it switches from series mode to parallel mode. The third condition is that the clutch status of the vehicle is either engaged or already engaged. When the speed difference, the vehicle's hybrid state machine mode, and the vehicle's clutch state simultaneously meet the overspeed scenario triggering conditions, the electromagnetic clutch enters the overspeed scenario, including: If the first condition, the second condition, and the third condition occur simultaneously, it is determined that the electromagnetic clutch has entered the engine overspeed scenario.

[0037] For example, the engine overspeed scenario specifically refers to the abnormal operating condition in which the speed of the clutch driving end is higher than the speed of the driven end due to the abnormal increase in engine speed. The first condition refers to the judgment condition based on the speed difference, the second condition refers to the judgment condition based on the hybrid power state machine mode, and the third condition refers to the judgment condition based on the clutch state.

[0038] The first condition refers to the judgment criterion based on the speed difference between the two ends of the clutch. Specifically, the actual speed difference between the two ends of the clutch is less than a specific negative threshold (first preset speed difference), or the speed difference calculated from the vehicle speed is less than another specific negative threshold (second preset speed difference). The core of this condition is to monitor whether the engine speed is abnormally higher than the motor speed. When the speed difference is negative and exceeds the threshold, it indicates that there may be an overspeed risk on the engine side. The second condition refers to the judgment criterion based on the vehicle's hybrid power system operating mode. Specifically, the hybrid power state machine mode is in parallel mode, or is in the process of switching from series mode to parallel mode. This condition limits the specific operating conditions for overspeed scenario monitoring, ensuring that judgments are only made in the relevant modes. The third condition refers to the judgment criterion based on the clutch's own state: the clutch is in the process of engaging or has already been fully engaged. This condition clarifies the moment when the clutch is in power connection or establishing connection; only at this time does an abnormal speed difference pose a real risk.

[0039] This application uses three levels of judgment conditions to accurately identify engine overspeed scenarios. When the hybrid state machine mode indicates that the system is in parallel operation mode or in the process of switching from series mode to parallel mode, and the transmission control unit reports that the clutch is engaged or already engaged, the system further checks whether the speed difference value meets the requirements. Specifically, when the value obtained through the actual speed difference calculation channel at both ends of the clutch is less than a certain negative threshold, or the value obtained through the speed difference calculation channel calculated by back-calculating the speed difference from the vehicle speed is less than another negative threshold, the system determines that all triggering conditions are met, thus confirming the entry into an engine overspeed scenario. For example, when attempting to switch to parallel mode during vehicle acceleration, if the engine suddenly accelerates due to control abnormalities and the motor speed fails to keep up, a condition will arise where the engine speed is significantly higher than the motor's converted speed. In this case, both speed difference calculation channels will detect a negative speed difference exceeding the threshold. Combined with the condition that the system is in a mode switching state and the clutch is in the engagement process, this abnormal situation can be accurately identified.

[0040] By employing the aforementioned technical solution, the accuracy of engine overspeed scenario identification is ensured through joint judgment of multi-dimensional conditions. The abnormal direction of the speed difference is linked to specific system operating modes and clutch engagement states, effectively eliminating interference signals from irrelevant operating conditions. This judgment logic can both promptly capture dangerous conditions caused by sudden engine acceleration and avoid misjudgments due to normal speed fluctuations in clutch disengagement or non-parallel operation modes. The hierarchical condition settings enable the system to accurately monitor specific risks occurring in the hybrid power system during specific operating phases, providing a reliable basis for rapid protection.

[0041] In one embodiment, The fourth condition is that the actual speed difference between the two ends of the clutch is greater than the third preset speed difference, or the fourth condition is that the speed difference calculated from the vehicle speed is greater than the fourth preset speed difference. Wherein, the fourth preset speed difference is greater than the third preset speed difference, and both the fourth preset speed difference and the third preset speed difference are positive values. The fifth condition is that the vehicle's hybrid power state machine mode is in parallel mode. The sixth condition is that the clutch of the vehicle is engaged; When the speed difference, the vehicle's hybrid state machine mode, and the vehicle's clutch state simultaneously meet the overspeed scenario triggering conditions, the electromagnetic clutch enters the overspeed scenario, including: If the fourth, fifth, and sixth conditions occur simultaneously, it is determined that the electromagnetic clutch has entered the motor overspeed scenario.

[0042] For example, the motor overspeed scenario involved in the above steps specifically refers to the abnormal working condition in which the speed of the driven end of the clutch is higher than the speed of the driving end due to the abnormal increase in motor speed. The fourth condition refers to the judgment condition based on the speed difference, the fifth condition refers to the judgment condition based on the hybrid power state machine mode, and the sixth condition refers to the judgment condition based on the clutch state.

[0043] The fourth condition refers to the judgment criterion based on the speed difference between the two ends of the clutch. This requires the actual speed difference between the two ends of the clutch to be greater than a specific positive threshold (the third preset speed difference), or the speed difference calculated from the vehicle speed to be greater than another specific positive threshold (the fourth preset speed difference). The core of this condition is to monitor whether the motor speed is abnormally higher than the engine speed. When the speed difference is positive and exceeds the threshold, it indicates that there may be an overspeed risk at the motor end. The fifth condition refers to the judgment criterion based on the vehicle's hybrid power system operating mode. This requires that the hybrid power system state machine mode must be in parallel mode. This condition precisely limits the monitoring scope to the stable parallel operation of the power system. The sixth condition refers to the judgment criterion based on the clutch's own state. Specifically, the clutch state must be engaged. This condition clarifies that the clutch is in a fully engaged, rigidly connected state.

[0044] This application uses three levels of judgment conditions to accurately identify motor overspeed scenarios. When the hybrid state machine mode confirms that the system is in parallel operation mode and the transmission control unit reports that the clutch is fully engaged, the system further checks whether the speed difference meets the requirements. Specifically, when the value obtained through the actual speed difference calculation channel at both ends of the clutch is greater than a certain positive threshold, or the value obtained through the speed difference calculation channel calculated by back-calculating the speed difference from the vehicle speed is greater than another positive threshold, the system determines that all triggering conditions are met, thus confirming the entry into a motor overspeed scenario. For example, when the vehicle is driving in parallel mode, if the motor suddenly accelerates due to controller failure or regenerative braking while the engine speed remains stable, a condition will arise where the motor speed is significantly higher than the engine speed. In this case, both speed difference calculation channels will detect a positive speed difference exceeding the threshold. Combined with the condition that the system is in parallel mode and the clutch is fully engaged, this abnormal situation can be accurately identified.

[0045] By employing the aforementioned technical solution, the accuracy of motor overspeed scenario identification is ensured through joint judgment of multi-dimensional conditions. Correlating the abnormal direction of the speed difference with the system's stable operation in parallel mode and the clutch's fully engaged state effectively distinguishes it from fault characteristics different from engine overspeed scenarios. This judgment logic pays particular attention to the abnormal acceleration risk at the motor end under stable coupling conditions of the power system. It can promptly capture dangerous operating conditions caused by abnormal motor control while avoiding misjudgments caused by normal speed fluctuations during clutch incomplete engagement or system mode switching. Targeted condition settings enable the system to effectively monitor specific risks occurring in the hybrid power system under specific operating modes, providing accurate judgment criteria for implementing corresponding rapid protection.

[0046] S103. When the electromagnetic clutch enters the overspeed scenario, a basic protection strategy is executed, wherein the basic protection strategy is used to control the electromagnetic clutch to disengage.

[0047] For example, the basic protection strategy refers to the preset emergency handling process executed when the system confirms that it has entered an overspeed scenario. Its core operation is to control the disengagement of the electromagnetic clutch.

[0048] After confirming the entry into an engine overspeed scenario or a motor overspeed scenario through the aforementioned judgment logic, this application immediately initiates the execution process of the basic protection strategy. This strategy directly issues a disengagement command to the actuator of the electromagnetic clutch, causing the clutch's driving end to disengage from the driven end. For example, when the system determines that all conditions for an engine overspeed scenario are met—that is, the engine speed is abnormally higher than the motor speed and the vehicle is in parallel operation or switched to parallel mode—the control unit will interrupt the excitation current to the electromagnetic clutch, causing the clutch to quickly disengage under the action of spring force, thereby disconnecting the power transmission path between the engine and the motor.

[0049] By employing the aforementioned technical solution, the mechanical wear and heat accumulation caused by excessively large speed differences between the clutch ends can be effectively prevented by quickly disconnecting the power connection under abnormal operating conditions. The clutch disengagement decouples the engine from the electric motor, creating conditions for the power system to switch to a safe operating mode, such as switching the engine to series generator mode or allowing the electric motor to drive independently. This immediate response mechanism isolates the transmission system from potential damage risks, providing the necessary operational space and time window for subsequent system status adjustments and fault recovery.

[0050] In one embodiment, the execution of a basic protection strategy when the electromagnetic clutch enters the overspeed scenario includes: When entering the overspeed scenario, the electromagnetic clutch is disengaged to control the electromagnetic clutch to exit the parallel mode of the engine and motor.

[0051] For example, controlling the electromagnetic clutch to disengage from the parallel mode of the engine and motor means switching the operating state of the hybrid power system from the parallel mode in which the engine and motor jointly drive the wheels to other power flow modes that do not rely on clutch engagement.

[0052] In implementing the basic protection strategy, controlling the disengagement of the electromagnetic clutch is the core operation of this application. The direct purpose of this operation is to interrupt the mechanical connection between the engine and the electric motor. Once the clutch is successfully disengaged, the hybrid power system state machine executes mode-switching logic based on the new system state, such as switching the power system from parallel mode to series mode or other safety modes. In series mode, the engine can independently operate within its efficient speed range to drive the generator, and the electrical energy can be supplied to the electric motor to drive the vehicle independently or stored in the battery, thereby avoiding the risks that may arise from abnormal clutch speed differences while ensuring power delivery.

[0053] By combining clutch disengagement with a system operating mode exit mechanism, the aforementioned technical solution enables systematic handling of abnormal operating conditions. This not only cuts off the fault propagation path but also proactively guides the power system to a stable and controllable operating state. This approach avoids the power interruption or unclear system state that might occur after simply disengaging the clutch, ensuring the vehicle continues to operate safely and orderly after the protection strategy is triggered, and providing a smooth transition for driver operation and system self-recovery.

[0054] In one embodiment, the above method further includes: Within one ignition cycle, monitor the number of times the overspeed scenario is entered; If the number of entries exceeds a preset number, the current ignition cycle is paused before entering the overspeed scenario.

[0055] For example, the ignition cycle refers to the complete working cycle from vehicle startup to shutdown. The number of times the overspeed scenario is entered refers to the cumulative frequency of the system determining that the engine or motor is entering an overspeed scenario within this cycle. The preset number of times refers to the counting threshold set to trigger the upgraded protection strategy. It is set according to the tolerance threshold to avoid frequent hardware impacts. The preset number of times can be 3 to 10 times. The lower limit of 3 times can be used to exclude accidental interference (1-2 times may be noise), and the upper limit of 10 times can be the limit that must be intervened before a serious fault occurs.

[0056] This application adds a monitoring and processing mechanism for frequently triggered speeding scenarios to the basic protection strategy. Within a complete ignition cycle, the system continuously accumulates and records the total number of times a speeding scenario is triggered. When this accumulated number reaches or exceeds a preset threshold, the system will implement upgraded protection measures, namely, actively suspending or prohibiting conditions that may lead to the recurrence of speeding scenarios for the remaining time of the current ignition cycle, such as preventing the hybrid system from re-entering parallel mode through control strategies. This count will automatically reset to zero after the vehicle is turned off and powered down, and will restart counting upon the next start-up.

[0057] By employing the aforementioned technical solution and introducing event-frequency-based escalation protection logic, a more in-depth response to potential persistent hardware failures or systemic problems can be achieved. When overspeed scenarios repeatedly occur during a single operation, it indicates that the issue may not be a random, momentary disturbance, but rather a deeper anomaly. In this case, pausing into a problematic operating mode avoids the cumulative damage to the hardware caused by frequent activation of protection strategies, while also providing the system with the opportunity to operate safely in degraded mode until maintenance. This tiered response strategy enhances adaptability to complex failure modes.

[0058] In summary, this application uses the speed difference between the two ends of the clutch as the starting point for monitoring. It deeply integrates and jointly judges this difference with two key context parameters reflecting the overall power flow state of the vehicle: the hybrid power state machine mode and the real-time state of the clutch itself. By parallel calculation of the actual speed difference between the two ends of the clutch and the speed difference calculated from the vehicle speed, a dual-channel redundant verification mechanism is established to improve the reliability of the data source. Based on this, the scheme defines two typical abnormal operating conditions: engine overspeed and motor overspeed. For each scenario, strict trigger condition combinations are set. These conditions require that a specific speed difference direction and threshold, a specific system operating mode, and a specific clutch state must be simultaneously satisfied. This multi-parameter joint judgment design enables the system to accurately distinguish whether the speed imbalance is caused by an anomaly at the engine or motor end, thus transforming the abnormal speed difference phenomenon from a vague alarm signal into a categorizable and identifiable specific fault scenario. Once either overspeed scenario is detected, the system immediately triggers the basic protection strategy, controlling the electromagnetic clutch to disengage and directly cutting off the abnormal power connection between the engine and motor, causing the power system to exit the risky parallel operation mode. Furthermore, the solution introduces an upgraded protection mechanism based on event frequency. It monitors the number of times overspeed scenarios are triggered within an ignition cycle, and when frequent triggers occur, further restrictive measures such as prohibiting entry into parallel mode are implemented to address potential persistent hardware failures. Through a complete closed-loop control logic—from real-time data monitoring to precise scenario identification and tiered protection execution—this solution transforms the response to abnormal speed difference conditions from passive perception to proactive intervention and management, reducing the risk of transmission system damage due to the persistent presence of such abnormal conditions.

[0059] Furthermore, as a response to the above Figure 1 In addition to the implementation of the method shown, this embodiment of the invention also provides a control device for rapid disengagement of an electromagnetic clutch, used for the above-mentioned... Figure 1 The method shown is implemented accordingly. This device embodiment corresponds to the foregoing method embodiment. For ease of reading, this device embodiment will not repeat the details of the foregoing method embodiment, but it should be clear that the device in this embodiment can implement all the contents of the foregoing method embodiment. Figure 2 As shown, the device includes: an acquisition unit 21, a triggering unit 22, and an execution unit 23, wherein... The acquisition unit 21 is used to acquire the speed difference between the engine and the motor of the electromagnetic clutch, wherein the speed difference includes the actual speed difference at both ends of the clutch and the speed difference calculated from the vehicle speed. Triggering unit 22 is used to enable the electromagnetic clutch to enter an overspeed scenario when the speed difference, the hybrid state machine mode of the vehicle, and the clutch state of the vehicle simultaneously meet the overspeed scenario triggering conditions. The overspeed scenario includes an engine overspeed scenario and an electric motor overspeed scenario. The execution unit 23 is used to execute a basic protection strategy when the electromagnetic clutch enters the overspeed scenario, wherein the basic protection strategy is used to control the electromagnetic clutch to disengage.

[0060] The processor contains a kernel, which retrieves the corresponding program unit from memory. One or more kernels can be configured, and by adjusting kernel parameters, a control method for rapid disengagement of the electromagnetic clutch can be implemented, solving the problem of abnormal speed difference that occurs during parallel operation of the electromagnetic clutch in existing hybrid transmissions.

[0061] This invention provides a computer-readable storage medium including a stored program that, when executed by a processor, implements a control method for rapid disengagement of an electromagnetic clutch.

[0062] This invention provides a processor for running a program, wherein the program executes a control method for rapid disengagement of an electromagnetic clutch.

[0063] This invention provides an electronic device, which includes at least one processor and at least one memory connected to the processor; wherein the processor is used to call program instructions in the memory to execute the control method for rapid disengagement of an electromagnetic clutch as described above. This invention provides an electronic device 30, such as... Figure 3 As shown, the electronic device includes at least one processor 301, and at least one memory 302 and bus 303 connected to the processor; wherein, the processor 301 and the memory 302 communicate with each other through the bus 303; the processor 301 is used to call program instructions in the memory to execute the above-mentioned control method for rapid disengagement of the electromagnetic clutch.

[0064] The smart electronic devices mentioned in this article can be PCs, tablets, mobile phones, etc.

[0065] This application also provides a computer program product that, when executed on a process management electronic device, is suitable for executing a program that initializes the control method steps for the rapid disengagement of the electromagnetic clutch as described above.

[0066] It should be noted that the descriptions of each embodiment in the above embodiments have different focuses. For parts that are not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0067] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0068] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded computer, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create a machine for implementing the flowchart illustrations. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0069] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0070] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0071] This application also provides a computer program product, which includes computer software instructions that, when executed on a processing device, cause the processing device to perform actions such as... Figure 1 The control flow of the memory in the corresponding embodiment.

[0072] A computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the flow or function according to the embodiments of this application is generated. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions may be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, computer instructions may be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium may be any available medium that a computer can store or a data storage device such as a server or data center that integrates one or more available media. The available medium may be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., DVD), or a semiconductor medium (e.g., solid-state disk (SSD)).

[0073] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0074] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces, or indirect coupling or communication connection between apparatuses or units, and may be electrical, mechanical, or other forms.

[0075] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0076] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0077] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0078] The above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit it. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. A control method for rapid disengagement of an electromagnetic clutch, characterized in that, include: The speed difference between the engine and the motor of the electromagnetic clutch is obtained, wherein the speed difference includes the actual speed difference at both ends of the clutch and the speed difference calculated from the vehicle speed. When the speed difference, the vehicle's hybrid state machine mode, and the vehicle's clutch state simultaneously meet the overspeed scenario triggering conditions, the electromagnetic clutch enters the overspeed scenario, wherein the overspeed scenario includes engine overspeed scenario and motor overspeed scenario. When the electromagnetic clutch enters the overspeed scenario, a basic protection strategy is executed, wherein the basic protection strategy is used to control the disengagement of the electromagnetic clutch.

2. The method according to claim 1, characterized in that, The process of obtaining the speed difference between the engine and the motor of the electromagnetic clutch includes: Obtain the actual motor speed; The converted speed of the motor is determined based on the ratio of the actual speed of the motor to the preset transmission speed ratio; The actual speed difference between the two ends of the clutch is determined based on the difference between the converted speed of the motor and the actual speed of the engine.

3. The method according to claim 1, characterized in that, The process of obtaining the speed difference between the engine and the motor of the electromagnetic clutch includes: Get the vehicle's current speed; The theoretical motor speed is determined based on the current driving speed; The vehicle speed difference is determined by the difference between the theoretical speed of the motor and the actual speed of the engine.

4. The method according to claim 1, characterized in that, The first condition is that the actual speed difference at both ends of the clutch is less than a first preset speed difference, or the second condition is that the speed difference calculated from the vehicle speed is less than a second preset speed difference, wherein the first preset speed difference is greater than the second preset speed difference, and both the first preset speed difference and the second preset speed difference are negative values. The second condition is that the vehicle's hybrid state machine mode is in parallel mode, or that it switches from series mode to parallel mode. The third condition is that the clutch status of the vehicle is either engaged or already engaged. When the speed difference, the vehicle's hybrid state machine mode, and the vehicle's clutch state simultaneously meet the overspeed scenario triggering conditions, the electromagnetic clutch enters the overspeed scenario, including: If the first condition, the second condition, and the third condition occur simultaneously, it is determined that the electromagnetic clutch has entered the engine overspeed scenario.

5. The method according to claim 4, characterized in that, The fourth condition is that the actual speed difference between the two ends of the clutch is greater than the third preset speed difference, or the fourth condition is that the speed difference calculated from the vehicle speed is greater than the fourth preset speed difference. Wherein, the fourth preset speed difference is greater than the third preset speed difference, and both the fourth preset speed difference and the third preset speed difference are positive values. The fifth condition is that the vehicle's hybrid power state machine mode is in parallel mode. The sixth condition is that the clutch of the vehicle is engaged; When the speed difference, the vehicle's hybrid state machine mode, and the vehicle's clutch state simultaneously meet the overspeed scenario triggering conditions, the electromagnetic clutch enters the overspeed scenario, including: If the fourth, fifth, and sixth conditions occur simultaneously, it is determined that the electromagnetic clutch has entered the motor overspeed scenario.

6. The method according to claim 1, characterized in that, When the electromagnetic clutch enters the overspeed scenario, the basic protection strategy is executed, including: When the electromagnetic clutch enters the overspeed scenario, the electromagnetic clutch is controlled to disengage, thereby controlling the electromagnetic clutch to exit the parallel mode of the engine and motor.

7. The method according to claim 1, characterized in that, Also includes: Within one ignition cycle, monitor the number of times the overspeed scenario is entered; If the number of entries exceeds a preset number, the current ignition cycle is paused before entering the overspeed scenario.

8. A control device for rapid disengagement of an electromagnetic clutch, characterized in that, Also includes: The acquisition unit is used to acquire the speed difference between the engine and the motor of the electromagnetic clutch, wherein the speed difference includes the actual speed difference at both ends of the clutch and the speed difference calculated from the vehicle speed. The triggering unit is used to enable the electromagnetic clutch to enter an overspeed scenario when the speed difference, the hybrid state machine mode of the vehicle, and the clutch state of the vehicle simultaneously meet the overspeed scenario triggering conditions. The overspeed scenario includes an engine overspeed scenario and an electric motor overspeed scenario. An execution unit is configured to execute a basic protection strategy when the electromagnetic clutch enters the overspeed scenario, wherein the basic protection strategy is used to control the electromagnetic clutch to disengage.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored program, wherein, when the program is executed by a processor, it implements the steps of the control method for rapid disengagement of the electromagnetic clutch as described in any one of claims 1 to 7.

10. An electronic device, characterized in that, The electronic device includes at least one processor and at least one memory connected to the processor; wherein the processor is configured to call program instructions in the memory to execute the steps of the control method for rapid disengagement of the electromagnetic clutch as described in any one of claims 1 to 7.

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