Vehicle control method and device, equipment, storage medium and program product

Abstract

The invention discloses a vehicle control method, device and equipment, a storage medium and a program product, and belongs to the technical field of vehicle intelligent control. In the application, in response to a first instruction of driving mode switching received by the vehicle, the rotating speed of a motor of the vehicle is obtained, and the rotating speed of an engine is adjusted based on the rotating speed of the motor; based on the rotating speed of the engine and the rotating speed of the motor, the rotating speed difference between the two ends of an electromagnetic clutch is determined, and under the condition that the rotating speed difference is within a first designated range, combination control current is input into the electromagnetic clutch; and in response to the situation that a feedback signal used for indicating successful combination of the electromagnetic clutch is not received within a specified time period, input of the combination control current to the electromagnetic clutch is stopped. The electromagnetic clutch is prevented from being overheated due to the fact that large current is continuously led into the electromagnetic clutch, and therefore the service life and reliability of the electromagnetic clutch are guaranteed, and vehicle driving safety is guaranteed.

Description

Technical Field

[0001] This application relates to the field of vehicle intelligent control technology, and in particular to a vehicle control method, device, equipment, storage medium, and program product. Background Technology

[0002] With the rapid development of new energy vehicle technology, plug-in hybrid electric vehicles (PHEVs) have become a focus of market attention due to their advantages in balancing fuel economy and driving range. PHEVs switch between series and parallel modes to adapt to different operating conditions, and this mode switching relies on a clutch located in the power transmission path.

[0003] Traditional hybrid transmissions mostly use hydraulically controlled clutches, which adjust the engagement and disengagement of the clutch through a hydraulic system. However, the response speed is slow, which can easily cause the vehicle to jerk. In related technologies, electromagnetic clutches are beginning to be used to replace hydraulic clutches in order to improve the response speed and thus improve the smoothness of vehicle driving.

[0004] Electromagnetic clutches rely on precise control current to achieve the engagement and disengagement of the clutch plates. Due to the lack of a current monitoring mechanism in related technologies, when the duration of the control current is abnormal (for example, the current remains at a high value for a long time due to system failure), it will cause the electromagnetic clutch coil to overheat, thereby seriously affecting the service life and reliability of the electromagnetic clutch. Summary of the Invention

[0005] This application provides a vehicle control method, device, equipment, storage medium, and program product that can solve the problem of overheating caused by abnormal current in electromagnetic clutches. The technical solution is as follows: On the one hand, a vehicle control method is provided, the method comprising: In response to the vehicle receiving a first instruction to switch the drive mode, the vehicle obtains the rotational speed of the vehicle's motor and adjusts the engine speed based on the rotational speed of the motor. The first instruction is used to instruct the vehicle to switch from a mode driven by the motor to a mode driven by both the motor and the engine. The speed difference between the two ends of the electromagnetic clutch is determined based on the speed of the engine and the speed of the motor. When the speed difference is within a first specified range, an engagement control current is input to the electromagnetic clutch. The engagement control current is used to control the engagement of the electromagnetic clutch. If no feedback signal indicating successful engagement of the electromagnetic clutch is received within a specified time period, the input of the engagement control current to the electromagnetic clutch is stopped.

[0006] In one possible implementation, the method further includes: In response to receiving a feedback signal indicating successful engagement of the electromagnetic clutch within a specified time period, it is determined whether the two ends of the electromagnetic clutch meet the specified synchronization conditions based on the speed difference. In response to determining that the two ends of the electromagnetic clutch meet a specified synchronization condition, an engagement holding current is input to the electromagnetic clutch. The engagement holding current is used to control the electromagnetic clutch to maintain an engaged state, and the engagement holding current is less than the engagement control current.

[0007] In another possible implementation, determining whether the two ends of the electromagnetic clutch meet the specified synchronization condition based on the speed difference includes: Determine whether the speed difference is within a second specified range, wherein the upper limit of the second specified range is less than the lower limit of the first specified range; When the speed difference is within a second specified range, it is determined that the two ends of the electromagnetic clutch meet the specified synchronization conditions.

[0008] In another possible implementation, the process of determining the successful engagement of the electromagnetic clutch includes: Determine the rate of decrease of the speed difference at both ends of the electromagnetic clutch; In response to the reduction rate being greater than or equal to a first specified rate, it is determined that the electromagnetic clutch has successfully engaged.

[0009] In another possible implementation, the method further includes: In response to the vehicle receiving a second instruction to switch the drive mode, the input of the engagement holding current to the electromagnetic clutch is stopped. The second instruction is used to instruct the vehicle to switch from a mode driven by both the motor and the engine to a mode driven by the motor. If no feedback signal indicating successful disengagement of the electromagnetic clutch is received within a preset time period, the step of stopping the input of the engagement holding current to the electromagnetic clutch is executed again.

[0010] In another possible implementation, the process of determining successful disengagement of the electromagnetic clutch includes: Determine the rate of increase of the speed difference between the two ends of the electromagnetic clutch; In response to the increase rate being greater than or equal to the second specified rate, it is determined that the electromagnetic clutch has successfully disengaged.

[0011] On the other hand, a vehicle control device is provided, the device comprising: The acquisition module is configured to acquire the rotational speed of the vehicle's motor in response to the vehicle receiving a first instruction to switch the drive mode, and adjust the engine speed based on the rotational speed of the motor. The first instruction is used to instruct the vehicle to switch from a motor-driven mode to a mode in which the motor and engine are driven together. The first control module is configured to determine the speed difference between the two ends of the electromagnetic clutch based on the speed of the engine and the speed of the motor, and input an engagement control current to the electromagnetic clutch when the speed difference is within a first specified range, the engagement control current being used to control the engagement of the electromagnetic clutch. The second control module is configured to stop inputting the engagement control current to the electromagnetic clutch in response to not receiving a feedback signal indicating successful engagement of the electromagnetic clutch within a specified time period.

[0012] In one possible implementation, the second control module is further configured to: In response to receiving a feedback signal indicating successful engagement of the electromagnetic clutch within a specified time period, it is determined whether the two ends of the electromagnetic clutch meet the specified synchronization conditions based on the speed difference. In response to determining that the two ends of the electromagnetic clutch meet a specified synchronization condition, an engagement holding current is input to the electromagnetic clutch. The engagement holding current is used to control the electromagnetic clutch to maintain an engaged state, and the engagement holding current is less than the engagement control current.

[0013] In another possible implementation, the second control module is further used for: Determine whether the speed difference is within a second specified range, wherein the upper limit of the second specified range is less than the lower limit of the first specified range; When the speed difference is within a second specified range, it is determined that the two ends of the electromagnetic clutch meet the specified synchronization conditions.

[0014] In another possible implementation, the first control module is further configured to: Determine the rate of decrease of the speed difference at both ends of the electromagnetic clutch; In response to the reduction rate being greater than or equal to a first specified rate, it is determined that the electromagnetic clutch has successfully engaged.

[0015] In another possible implementation, the second control module is further used for: In response to the vehicle receiving a second instruction to switch the drive mode, the input of the engagement holding current to the electromagnetic clutch is stopped. The second instruction is used to instruct the vehicle to switch from a mode driven by both the motor and the engine to a mode driven by the motor. If no feedback signal indicating successful disengagement of the electromagnetic clutch is received within a preset time period, the step of stopping the input of the engagement holding current to the electromagnetic clutch is executed again.

[0016] In another possible implementation, the second control module is further used for: Determine the rate of increase of the speed difference between the two ends of the electromagnetic clutch; In response to the increase rate being greater than or equal to the second specified rate, it is determined that the electromagnetic clutch has successfully disengaged.

[0017] On the other hand, an electronic device is provided, including a memory, a processor, and a computer program stored in the memory and running on the processor, wherein the processor executes the program to implement the method described in any of the above.

[0018] On the other hand, a non-transitory computer-readable storage medium is provided, the non-transitory computer-readable storage medium storing computer instructions for causing a computer to perform the method described in any of the preceding claims.

[0019] On the other hand, a computer program product is provided, including computer program instructions that, when run on a computer, cause the computer to perform the method described in any of the preceding claims.

[0020] The beneficial effects of the technical solution provided in this application are: when no feedback signal of successful engagement of the electromagnetic clutch is received within a specified time, the output of engagement control current is immediately stopped, the abnormal state of the current is interrupted, and the electromagnetic clutch is prevented from overheating due to continuous large current, thereby ensuring the service life and reliability of the electromagnetic clutch and ensuring vehicle driving safety. Attached Figure Description

[0021] 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.

[0022] Figure 1 This is a schematic diagram of an implementation environment provided in an embodiment of this application; Figure 2 This is a flowchart of the vehicle control method provided in the embodiments of this application; Figure 3 This is a schematic diagram of the vehicle control device structure provided in the embodiments of this application; Figure 4 This is a schematic diagram of the structure of the electronic device provided in the embodiments of this application. Detailed Implementation

[0023] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0024] This application provides a vehicle control method applied to a vehicle, such as a plug-in hybrid electric vehicle (PHEV). A PHEV typically includes an engine, an electric motor, and an electromagnetic clutch. The engine and electric motor can each serve as power sources to directly drive the vehicle (engine direct drive, electric motor direct drive), or they can both serve as power sources to drive the vehicle (parallel connection), or the engine can generate electricity while the electric motor drives the vehicle (series connection). The electromagnetic clutch is an automated transmission component that controls the engagement and disengagement of power through electromagnetic force. When the electromagnetic coil is energized, it generates a magnetic field, which attracts the pressure plate and the drive wheel (such as a pulley) to tightly engage, relying on friction to achieve power transmission. When the power is de-energized, the magnetic field disappears, the spring returns to its original position, causing the friction plate to separate, and power transmission is interrupted. The vehicle also includes a vehicle controller, which executes the vehicle control method provided in this application, such as... Figure 1 As shown, in some embodiments, the vehicle controller includes a processor 110, a memory 120, and a communication component 130, etc. The following describes each component separately: The processor 110 may be a central processing unit (CPU), which can be used to execute the vehicle control method described above.

[0025] The memory 120 can be various volatile or non-volatile memory, such as solid-state disk (SSD), dynamic random access memory (DRAM), etc. The memory can be used to store pre-stored data, intermediate data, and result data in the vehicle control processing, such as the speed of the vehicle's motor.

[0026] The communication component 130 can be a wired network connector, a wireless fidelity (WiFi) module, a Bluetooth module, a cellular communication module, etc. The communication component can be used to transmit control commands to control other devices, such as a first command and a second command for switching drive modes.

[0027] This application provides a vehicle control method, such as... Figure 2 As shown, in some embodiments, the method includes: S201. In response to the vehicle receiving a first instruction to switch the drive mode, the vehicle obtains the rotational speed of the vehicle's motor and adjusts the engine speed based on the rotational speed of the motor. The first instruction is used to instruct the vehicle to switch from a mode driven by the motor to a mode driven by both the motor and the engine.

[0028] In practice, when the vehicle's Hybrid Control Unit (HCU) receives the first command to switch from pure electric drive (motor drive) to hybrid drive (motor and engine drive together), it needs to engage the electromagnetic clutch. The driving end of the electromagnetic clutch is connected to the engine, and the driven end is connected to the wheels through the transmission system, as well as to the drive motor through the transmission system. Therefore, to engage the electromagnetic clutch, the speeds of the driving and driven ends of the electromagnetic clutch need to be synchronized. Therefore, the current speed of the motor (i.e., the drive motor) is obtained. Based on the actual speed of the drive motor and the specific speed ratio of the transmission system between the drive motor and the driven end of the electromagnetic clutch, the target speed that the engine needs to reach at the driving end of the electromagnetic clutch is calculated (the target speed of the engine can also be calculated by the wheel speed and the speed ratio of the transmission system between the wheel and the engine). Then, the engine is driven by the starter motor and the engine speed is adjusted to make it quickly and smoothly approach the target speed, reducing the speed difference between the engine and the drive motor at the moment of engagement through the electromagnetic clutch. Excessive speed difference is the main cause of torque mutation and shock in the power system. Through precise speed synchronization control, it can be ensured that the speed difference between the two ends of the electromagnetic clutch is within a small range when the clutch is engaged, thereby creating conditions for smooth engagement of the electromagnetic clutch, avoiding vehicle jerking, and protecting transmission components.

[0029] S202. Based on the engine speed and the motor speed, determine the speed difference between the two ends of the electromagnetic clutch. When the speed difference is within a first specified range, input a engagement control current to the electromagnetic clutch. The engagement control current is used to control the engagement of the electromagnetic clutch.

[0030] In practice, the engine speed is multiplied by the speed ratio from the engine output shaft to the driving end of the electromagnetic clutch (this speed ratio is determined by the gear transmission ratio at the connection between the engine output shaft and the electromagnetic clutch) to obtain the speed of the driving end of the electromagnetic clutch. At the same time, the drive motor speed is multiplied by the speed ratio from the drive motor output shaft to the driven end of the electromagnetic clutch (this speed ratio is determined by the gear transmission ratio at the connection between the drive motor output shaft and the electromagnetic clutch) to obtain the speed of the driven end of the electromagnetic clutch. The difference between these two speeds is then taken as the speed difference. If this speed difference falls within a preset first specified range (e.g., 30-80 rpm, which can be calibrated according to the clutch type and vehicle parameters), it indicates that the speeds at both ends of the electromagnetic clutch are relatively synchronized. At this time, the clutch controller inputs a engagement control current (e.g., 3.8±0.1A) to the electromagnetic clutch, causing the driving end and the driven end of the electromagnetic clutch to engage quickly, thereby achieving a smooth mode switching.

[0031] S203. In response to not receiving a feedback signal indicating successful engagement of the electromagnetic clutch within a specified time period, stop inputting the engagement control current to the electromagnetic clutch.

[0032] In practice, the system continuously monitors for a specified engagement time (for example, 5 seconds) to ensure a successful engagement feedback signal is received. This can be achieved by directly detecting whether the driving and driven ends of the electromagnetic clutch have moved to the engagement position using a proximity sensor or a through-beam photoelectric sensor. If they have, a successful engagement feedback signal from the sensor can be received. The rate of decrease in the speed difference between the two ends of the electromagnetic clutch can also be determined. If this rate of decrease is greater than or equal to a first specified rate (e.g., 10 rpm / s), it indicates successful engagement of the electromagnetic clutch. If no feedback signal indicating successful engagement is received within the specified time, the engagement process has timed out or failed, requiring immediate protective action, i.e., stopping the output of the engagement control current to de-energize the electromagnetic coil. While a large engagement control current ensures the engagement force and speed, it also generates significant heat in the electromagnetic coil. If the electromagnetic clutch fails to engage within the specified time due to mechanical jamming, sensor malfunction, or other reasons, continuously applying a large current will rapidly increase the coil temperature, potentially causing serious malfunctions such as insulation damage, coil burnout, or even a fire.

[0033] In this embodiment, during the engagement of the electromagnetic clutch, the engagement control current is usually large to ensure engagement force and speed, but it generates a lot of heat. If the clutch fails to engage successfully within the normal time due to mechanical jamming, sensor failure, or inability to synchronize speeds, continuous power supply will cause the coil temperature to rise sharply, leading to serious faults such as insulation layer damage, coil burnout, or even short circuit and fire. By immediately stopping the output of the engagement control current when no engagement success feedback signal is received within a specified time, this abnormal state can be actively interrupted to prevent the fault from escalating. This not only protects the electromagnetic clutch itself but also ensures the continuity of vehicle power and driving safety. At the same time, precise control based on current and time also helps to optimize energy consumption and reduce unnecessary energy loss.

[0034] In some embodiments, the method further includes: In response to receiving a feedback signal indicating successful engagement of the electromagnetic clutch within a specified time period, it is determined whether the two ends of the electromagnetic clutch meet the specified synchronization conditions based on the speed difference. In response to determining that the two ends of the electromagnetic clutch meet a specified synchronization condition, an engagement holding current is input to the electromagnetic clutch. The engagement holding current is used to control the electromagnetic clutch to maintain an engaged state, and the engagement holding current is less than the engagement control current.

[0035] In practical implementation, upon receiving a feedback signal indicating successful engagement of the electromagnetic clutch within a specified time period, the current is not immediately reduced. Instead, it is determined whether the speed difference is within a second specified range, where the upper limit of the second specified range is less than the lower limit of the first specified range (for example, the second specified range can be set to 0-10 rpm). When the speed difference is within the second specified range, it indicates that the two ends of the electromagnetic clutch meet the specified synchronization conditions, and the driving and driven ends of the electromagnetic clutch have entered a highly synchronized and stable operating state. At this time, an engagement holding current (e.g., 2.4 ± 0.1 A) is input to the electromagnetic clutch to control it to maintain engagement. The value of the engagement holding current is significantly less than the engagement control current. During the initial engagement phase, a larger current (engagement control current) is required to generate a strong electromagnetic force to overcome mechanical inertia and enable the clutch to engage quickly and reliably. During the holding phase, only a smaller current (engagement holding current) is needed to maintain the engagement state; this current only needs to overcome the force of the release spring and maintain sufficient static friction. This effectively reduces the energy consumption of the electromagnetic clutch coil, significantly suppresses coil temperature rise, thereby extending the clutch's service life and improving system reliability.

[0036] In this embodiment, during the initial engagement stage, a sufficiently large engagement control current (e.g., 3.8 ± 0.1 A) is required to generate a strong electromagnetic force, quickly overcoming the inertia of mechanical components and the resistance of the release spring. This ensures that the clutch can engage rapidly and reliably, avoiding slippage or incomplete engagement due to insufficient engagement force. This stage prioritizes decisive and reliable engagement. Once feedback signals confirm that the electromagnetic clutch has physically engaged and the speed difference has further narrowed to a smaller range (e.g., 0-10 rpm), it indicates that the engine and drive motor have entered a highly synchronized and stable operating state. At this point, maintaining a large current is unnecessary and would instead lead to overheating. Therefore, a smaller engagement holding current (e.g., 2.4 ± 0.1 A) is switched to maintain the clutch in the engaged state, significantly reducing the continuous power consumption of the electromagnetic clutch coil, improving overall vehicle energy efficiency, effectively suppressing coil temperature rise, and preventing overheating of the coil due to prolonged high current flow. This protects the insulation material, prevents magnetic attenuation or coil burnout, and greatly improves the service life of the electromagnetic clutch and system reliability.

[0037] In some embodiments, the method further includes: In response to the vehicle receiving a second instruction to switch the drive mode, the input of the engagement holding current to the electromagnetic clutch is stopped. The second instruction is used to instruct the vehicle to switch from a mode driven by both the motor and the engine to a mode driven by the motor. If no feedback signal indicating successful disengagement of the electromagnetic clutch is received within a preset time period, the step of stopping the input of the engagement holding current to the electromagnetic clutch is executed again.

[0038] In practice, when the vehicle receives a second instruction to switch drive modes, it indicates that the vehicle needs to switch from parallel mode (motor and engine driving together) back to series mode (motor driving only). First, the normal disengagement process is executed, stopping the input of engagement holding current to the electromagnetic clutch. The electromagnetic clutch relies on electromagnetic force for attraction; after power is cut off, the magnetic field disappears, and the clutch should disengage under the action of the return spring. Simultaneously, a timer is started, and within a preset duration (e.g., 5 seconds), it waits for a feedback signal from the electromagnetic clutch position sensor or the transmission control unit, generated by the speed difference judgment logic, indicating successful disengagement of the electromagnetic clutch. Specifically, the process of determining successful disengagement of the electromagnetic clutch is as follows: the transmission control unit determines the rate of increase of the speed difference between the two ends of the electromagnetic clutch; when the rate of increase is greater than or equal to a second specified rate (e.g., 10 rpm / s), it determines that the electromagnetic clutch has successfully disengaged, and at this time, a feedback signal indicating successful disengagement is sent; or when the speed difference of the electromagnetic clutch remains greater than 10 rpm, a feedback signal indicating successful disengagement is sent, at which point the vehicle drive mode switching process ends. If the vehicle controller does not receive a feedback signal indicating successful disengagement of the electromagnetic clutch within the preset time, it indicates that the power-off operation failed to disengage the electromagnetic clutch. Possible reasons include mechanical jamming in the electromagnetic clutch mechanism, insufficient return spring force, or residual torque at the tooth ends causing excessive tooth engagement (i.e., "lock-in"). In this case, if the electromagnetic clutch coil is incorrectly re-energized due to control misjudgment or other reasons, or if the disengagement command is not effectively executed, the clutch may fail to disengage, or even cause the coil to overheat and be damaged. Therefore, the step of stopping the input of the engagement holding current to the electromagnetic clutch is executed again.

[0039] In this embodiment, when the vehicle needs to switch from parallel mode to series mode, the normal procedure is to stop the engagement holding current so that the electromagnetic clutch can disengage under the action of the return spring. However, if the disengagement is not actually successful due to mechanical jamming, insufficient return spring force, or tooth end seizing, and no feedback signal indicating successful disengagement is received based on the rate of increase in speed difference or a specific threshold, then performing the power-off operation again can ensure that the system remains in a power-off state, avoiding any possible accidental power-on or residual current maintaining part of the magnetic force, thereby eliminating the risk of the coil overheating and burning due to long-term power-on (the electromagnetic clutch coil generates a lot of heat when continuously powered, and overheating can lead to damage to the insulation layer or even short circuit and fire).

[0040] In some embodiments, after stopping the input of the engagement control current to the electromagnetic clutch, the average rate of decrease of the speed difference between the two ends of the electromagnetic clutch is determined within a specified historical period (the specified historical period can be set to the same length as the specified duration). A current adjustment coefficient is determined based on the average rate of decrease. The average rate of decrease is negatively correlated with the current adjustment coefficient, and the current adjustment coefficient is greater than 1. The relationship between the average rate of decrease and the current adjustment coefficient is shown in Table 1.

[0041] Table 1 Table 1 illustrates the relationship between the average decrease rate and the current adjustment coefficient. The smaller the average decrease rate, the larger the current adjustment coefficient. Once the current adjustment coefficient is determined, the product of the combined control current and the current adjustment coefficient is used as the adjusted combined control current, which is then input into the electromagnetic clutch.

[0042] In this embodiment, if the same engagement control current is used during a second attempt after the electromagnetic clutch fails to engage, it may not be able to effectively overcome the potential resistance that caused the initial failure (such as increased resistance under specific operating conditions). Therefore, the historical average rate of decrease in the speed difference of the electromagnetic clutch is calculated. The smaller the average rate of decrease, the slower the clutch engagement process and the greater the potential resistance. Therefore, a current adjustment coefficient is determined based on the average rate of decrease; the smaller the average rate of decrease, the larger the current adjustment coefficient. The engagement control current for the next attempt is then increased based on this coefficient. This improves the success rate of secondary engagement of the electromagnetic clutch under non-serious mechanical failure conditions (such as temporary increases in resistance). Simultaneously, it avoids blindly and continuously applying excessive current, thus improving the success rate while keeping the current within a relatively safe range, preventing unnecessary coil overheating risks that might result from using an excessively large fixed current.

[0043] In some embodiments, before inputting the adjusted engagement control current to the electromagnetic clutch, the method further includes: determining an interval duration (i.e., the interval duration between the moment when the engagement control current is stopped being input to the electromagnetic clutch and the moment when the adjusted engagement control current is input to the electromagnetic clutch) and a duration adjustment coefficient for a specified duration based on the adjusted engagement control current. The adjusted engagement control current is positively correlated with the interval duration and negatively correlated with the duration adjustment coefficient. The relationship between the adjusted engagement control current, the interval duration, and the duration adjustment coefficient is shown in Table 2.

[0044] Table 2 Table 2 illustrates the relationship between the adjusted combined control current and the interval duration and duration adjustment coefficient. The larger the adjusted combined control current, the longer the interval duration and the smaller the duration adjustment coefficient.

[0045] The product of the duration adjustment coefficient and the specified duration is used as the adjusted specified duration. Once the interval duration and the adjusted specified duration are determined, a countdown begins at the interval duration. After the countdown ends (i.e., after the interval duration), the adjusted engagement control current is input to the electromagnetic clutch. If no feedback signal indicating successful engagement of the electromagnetic clutch is received within the adjusted specified duration, the input of the adjusted engagement control current to the electromagnetic clutch stops. If a feedback signal indicating successful engagement of the electromagnetic clutch is received within the adjusted specified duration, the steps of "determining whether the two ends of the electromagnetic clutch meet the specified synchronization conditions based on the speed difference; and inputting engagement holding current to the electromagnetic clutch in response to determining that the two ends of the electromagnetic clutch meet the specified synchronization conditions" continue.

[0046] In this embodiment, the larger the adjusted engagement control current, the longer the corresponding "interval time" (i.e., power-off cooling period), which effectively avoids heat accumulation in the coil under continuous high current operation, provides the coil with the necessary heat dissipation time, prevents overheating damage, and reflects the optimization of thermal protection for the electromagnetic coil. At the same time, the larger the adjusted engagement control current, the smaller the corresponding "duration adjustment coefficient", which makes the "adjusted specified time" (i.e., the waiting window for monitoring whether engagement is successful when attempting engagement again) shorter. Under a larger current, the electromagnetic clutch should be able to complete engagement faster, thereby shortening the monitoring time to speed up the response speed and avoid heat accumulation in the coil under high current.

[0047] All of the above-mentioned optional technical solutions can be combined in any way to form optional embodiments of this disclosure, and will not be described in detail here.

[0048] Based on the same inventive concept, and corresponding to the vehicle control method provided in the embodiments of this application, this application also provides a vehicle control device.

[0049] refer to Figure 3 The vehicle control device includes: The acquisition module 301 is configured to acquire the rotational speed of the vehicle's motor in response to the vehicle receiving a first instruction to switch the drive mode, and adjust the engine speed based on the rotational speed of the motor. The first instruction is used to instruct the vehicle to switch from a mode driven by the motor to a mode driven by both the motor and the engine. The first control module 302 is configured to determine the speed difference between the two ends of the electromagnetic clutch based on the speed of the engine and the speed of the motor, and input an engagement control current to the electromagnetic clutch when the speed difference is within a first specified range, the engagement control current being used to control the engagement of the electromagnetic clutch. The second control module 303 is configured to stop inputting the engagement control current to the electromagnetic clutch in response to not receiving a feedback signal indicating successful engagement of the electromagnetic clutch within a specified time period.

[0050] In one possible implementation, the second control module 303 is further configured to: In response to receiving a feedback signal indicating successful engagement of the electromagnetic clutch within a specified time period, it is determined whether the two ends of the electromagnetic clutch meet the specified synchronization conditions based on the speed difference. In response to determining that the two ends of the electromagnetic clutch meet a specified synchronization condition, an engagement holding current is input to the electromagnetic clutch. The engagement holding current is used to control the electromagnetic clutch to maintain an engaged state, and the engagement holding current is less than the engagement control current.

[0051] In another possible implementation, the second control module 303 is further configured to: Determine whether the speed difference is within a second specified range, wherein the upper limit of the second specified range is less than the lower limit of the first specified range; When the speed difference is within a second specified range, it is determined that the two ends of the electromagnetic clutch meet the specified synchronization conditions.

[0052] In another possible implementation, the first control module 302 is further configured to: Determine the rate of decrease of the speed difference at both ends of the electromagnetic clutch; In response to the reduction rate being greater than or equal to a first specified rate, it is determined that the electromagnetic clutch has successfully engaged.

[0053] In another possible implementation, the second control module 303 is further configured to: In response to the vehicle receiving a second instruction to switch the drive mode, the input of the engagement holding current to the electromagnetic clutch is stopped. The second instruction is used to instruct the vehicle to switch from a mode driven by both the motor and the engine to a mode driven by the motor. If no feedback signal indicating successful disengagement of the electromagnetic clutch is received within a preset time period, the step of stopping the input of the engagement holding current to the electromagnetic clutch is executed again.

[0054] In another possible implementation, the second control module 303 is further configured to: Determine the rate of increase of the speed difference between the two ends of the electromagnetic clutch; In response to the increase rate being greater than or equal to the second specified rate, it is determined that the electromagnetic clutch has successfully disengaged.

[0055] It should be noted that the vehicle control device provided in the above embodiments is only illustrated by the division of the above functional modules when controlling a vehicle. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. In addition, the vehicle control device and the vehicle control method embodiments provided in the above embodiments belong to the same concept, and the specific implementation process can be found in the method embodiments, which will not be repeated here.

[0056] Based on the same inventive concept, corresponding to the vehicle control method provided in the embodiments of this application, this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the program, it implements the vehicle control method described in the above embodiments.

[0057] Figure 4 This embodiment illustrates a more specific hardware structure of an electronic device, which may include a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, memory 1020, input / output interface 1030, and communication interface 1040 are interconnected internally via the bus 1050.

[0058] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0059] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0060] The input / output interface 1030 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components within the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touchscreens, microphones, various sensors, etc., while output devices may include displays, speakers, vibrators, indicator lights, etc.

[0061] The communication interface 1040 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0062] Bus 1050 includes a pathway for transmitting information between various components of the device, such as processor 1010, memory 1020, input / output interface 1030, and communication interface 1040.

[0063] It should be noted that although the above-described device only shows the processor 1010, memory 1020, input / output interface 1030, communication interface 1040, and bus 1050, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0064] The electronic devices described above are used to implement the corresponding vehicle control methods in the foregoing embodiments and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0065] In an exemplary embodiment, a computer-readable storage medium is also provided, such as a memory including instructions that can be executed by a processor in a terminal to perform the vehicle control method described above. This computer-readable storage medium may be non-transitory. For example, the computer-readable storage medium may be ROM (Read-Only Memory), RAM (Random Access Memory), CD-ROM (Compact Disc Read-Only Memory), magnetic tape, floppy disk, and optical data storage devices, etc.

[0066] In an exemplary embodiment, a computer program product is also provided, including computer program instructions that, when executed on a computer, cause the computer to perform the vehicle control method described above.

[0067] It should be noted that the information (including but not limited to user equipment information, user personal information, etc.), data (including but not limited to data used for analysis, data stored, data displayed, etc.) and signals (including but not limited to signals transmitted between user terminals and other devices, etc.) involved in this application are all authorized by the user or fully authorized by all parties, and the collection, use and processing of related data must comply with the relevant laws, regulations and standards of the relevant countries and regions.

[0068] Those skilled in the art will understand that all or part of the steps of the above embodiments can be implemented by hardware or by a program instructing related hardware. The program can be stored in a computer-readable storage medium, such as a read-only memory, a disk, or an optical disk.

[0069] It should be understood that "multiple" as used herein refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, or B alone. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. Furthermore, the step numbers described herein are merely illustrative of one possible execution order. In some other embodiments, the steps may not be executed in numerical order, such as two steps with different numbers being executed simultaneously, or two steps with different numbers being executed in the reverse order of the illustration. This application does not limit this.

[0070] The above description is merely an optional embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A vehicle control method, characterized in that, include: In response to the vehicle receiving a first instruction to switch the drive mode, the vehicle obtains the rotational speed of the vehicle's motor and adjusts the engine speed based on the rotational speed of the motor. The first instruction is used to instruct the vehicle to switch from a mode driven by the motor to a mode driven by both the motor and the engine. The speed difference between the two ends of the electromagnetic clutch is determined based on the speed of the engine and the speed of the motor. When the speed difference is within a first specified range, an engagement control current is input to the electromagnetic clutch. The engagement control current is used to control the engagement of the electromagnetic clutch. If no feedback signal indicating successful engagement of the electromagnetic clutch is received within a specified time period, the input of the engagement control current to the electromagnetic clutch is stopped.

2. The vehicle control method according to claim 1, characterized in that, The method further includes: In response to receiving a feedback signal indicating successful engagement of the electromagnetic clutch within a specified time period, it is determined whether the two ends of the electromagnetic clutch meet the specified synchronization conditions based on the speed difference. In response to determining that the two ends of the electromagnetic clutch meet a specified synchronization condition, an engagement holding current is input to the electromagnetic clutch. The engagement holding current is used to control the electromagnetic clutch to maintain an engaged state, and the engagement holding current is less than the engagement control current.

3. The vehicle control method according to claim 2, characterized in that, The step of determining whether the two ends of the electromagnetic clutch meet the specified synchronization condition based on the speed difference includes: Determine whether the speed difference is within a second specified range, wherein the upper limit of the second specified range is less than the lower limit of the first specified range; When the speed difference is within a second specified range, it is determined that the two ends of the electromagnetic clutch meet the specified synchronization conditions.

4. The vehicle control method according to claim 1, characterized in that, The process of determining that the electromagnetic clutch is successfully engaged includes: Determine the rate of decrease of the speed difference at both ends of the electromagnetic clutch; In response to the reduction rate being greater than or equal to a first specified rate, it is determined that the electromagnetic clutch has successfully engaged.

5. The vehicle control method according to claim 2, characterized in that, The method further includes: In response to the vehicle receiving a second instruction to switch the drive mode, the input of the engagement holding current to the electromagnetic clutch is stopped. The second instruction is used to instruct the vehicle to switch from a mode driven by both the motor and the engine to a mode driven by the motor. If no feedback signal indicating successful disengagement of the electromagnetic clutch is received within a preset time period, the step of stopping the input of the engagement holding current to the electromagnetic clutch is executed again.

6. The vehicle control method according to claim 5, characterized in that, The process of determining that the electromagnetic clutch has successfully disengaged includes: Determine the rate of increase of the speed difference between the two ends of the electromagnetic clutch; In response to the increase rate being greater than or equal to the second specified rate, it is determined that the electromagnetic clutch has successfully disengaged.

7. A vehicle control device, characterized in that, include: The acquisition module is configured to acquire the rotational speed of the vehicle's motor in response to the vehicle receiving a first instruction to switch the drive mode, and adjust the engine speed based on the rotational speed of the motor. The first instruction is used to instruct the vehicle to switch from a motor-driven mode to a mode in which the motor and engine are driven together. The first control module is configured to determine the speed difference between the two ends of the electromagnetic clutch based on the speed of the engine and the speed of the motor, and input an engagement control current to the electromagnetic clutch when the speed difference is within a first specified range, the engagement control current being used to control the engagement of the electromagnetic clutch. The second control module is configured to stop inputting the engagement control current to the electromagnetic clutch in response to not receiving a feedback signal indicating successful engagement of the electromagnetic clutch within a specified time period.

8. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 1 to 6.

9. A non-transitory computer-readable storage medium storing computer instructions, characterized in that, The computer instructions are used to cause the computer to perform the method described in any one of claims 1 to 6.

10. A computer program product comprising computer program instructions, characterized in that, When the computer program instructions are executed on a computer, the computer causes the computer to perform the method as described in any one of claims 1 to 6.

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