Hybrid auxiliary drive control method, vehicle and storage medium

Abstract

This invention provides a hybrid auxiliary drive control method, vehicle, and storage medium, relating to the field of vehicle technology. It provides redundant safety control when the clutch control system malfunctions, preventing unintended power transmission due to second clutch sticking. The method is applied to a vehicle comprising: a first clutch disengaging or engaging power transmission between the auxiliary drive motor and the engine; a second clutch disengaging or engaging power transmission between the auxiliary drive motor and the wheels; a clutch control system controlling the first and second clutches; and an electromagnetic coil: in a first operating state, applying a separation force to the second clutch to disengage power transmission between the auxiliary drive motor and the wheels; and in a second operating state, removing the separation force to allow the clutch control system to control the operating state of the second clutch. The method includes: controlling the electromagnetic coil to switch between the first and second operating states based on the actual open / closed states of the first and second clutches.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, specifically to a hybrid auxiliary drive control method, a vehicle, and a storage medium. Background Technology

[0002] With the rapid development of hybrid vehicle technology, auxiliary drive systems for four-wheel drive vehicles have gradually formed two mainstream technical routes. One, the widely used dual-motor system assembly, highly integrates the generator, drive motor, mechanical transmission mechanism, and dual-motor controller, resulting in a compact structure and flexible control. The other, increasingly popular single-motor system assembly, is based on the generator and its controller, adding a transmission mechanism and disconnection devices to achieve time-sharing multiplexing of the generator, thereby expanding the power transmission methods. In single-motor hybrid auxiliary drive systems, multiple disconnection devices are used to control the power connection between the generator and the engine and wheels. If any of these disconnection devices fails, not only may the core auxiliary drive function fail to operate normally, but in severe cases, it may also endanger vehicle driving safety. However, there is currently a lack of effective solutions for this type of failure in related technologies. Summary of the Invention

[0003] One of the objectives of this invention is to provide a hybrid auxiliary drive control method, vehicle, and storage medium to solve the technical problem that in existing single-motor hybrid auxiliary drive systems, the failure of the disconnection device leads to the loss of auxiliary drive function or even endangers driving safety, and there is a lack of corresponding fault handling mechanisms.

[0004] To achieve the above objectives, the technical solution adopted by the present invention is as follows: In a first aspect, a hybrid auxiliary drive control method is provided, applied to a vehicle, the vehicle including: a first clutch, a second clutch, an electromagnetic coil, and a clutch control system; the first clutch is coupled to the vehicle's auxiliary drive motor and the vehicle's engine, used to disconnect or connect the power transmission between the auxiliary drive motor and the engine; the second clutch is coupled to the auxiliary drive motor and the vehicle's wheels, used to disconnect or connect the power transmission between the auxiliary drive motor and the wheels; the clutch control system is used to control the operating states of the first clutch and the second clutch; the electromagnetic coil is configured to: apply a disengagement force to the second clutch in a first operating state, so that the second clutch disconnects the power transmission between the auxiliary drive motor and the wheels; and remove the disengagement force in a second operating state, so that the clutch control system controls the operating state of the second clutch; the hybrid auxiliary drive control method includes: controlling the electromagnetic coil to switch between the first operating state and the second operating state according to the actual opening and closing states of the first clutch and the second clutch.

[0005] Based on the aforementioned technical means, this invention adds an electromagnetic coil acting on the second clutch (auxiliary drive motor-wheel side) to the relevant hybrid auxiliary drive system. By switching the working state of the electromagnetic coil according to the actual opening and closing states of the first and second clutches, the electromagnetic coil can apply a separation force to the second clutch to cut off power when needed. Under normal operating conditions, the force is removed and the clutch control system is handed over for normal control. This achieves redundant control of the working state of the second clutch and can quickly cut off the power transmission between the auxiliary drive motor and the wheels in case of clutch control abnormality or specific operating conditions, avoiding power transmission loss of control due to clutch failure, and improving the reliability and driving safety of the hybrid vehicle auxiliary drive system.

[0006] Furthermore, based on the actual opening and closing states of the first clutch and the second clutch, the electromagnetic coil is controlled to switch between the first operating state and the second operating state, including: determining the target opening and closing states of the first clutch and the second clutch based on the vehicle's operating state and the driver's actual operation; and controlling the electromagnetic coil to switch between the first operating state and the second operating state when the actual opening and closing states of the first clutch and the second clutch are inconsistent with the target opening and closing states of the first clutch and the second clutch.

[0007] Based on the aforementioned technical means, this method introduces a target open / closed state as a judgment benchmark, enabling accurate identification of whether the clutch executes the expected open / closed command. When the actual state differs from the target state, it indicates an abnormality in the clutch control system or actuator, at which point the solenoid coil is triggered for redundant control; when the states match, no intervention is performed. This approach ensures timely response when a fault occurs while preventing accidental triggering of the solenoid coil under normal operating conditions, thus guaranteeing driving safety without affecting the normal driving experience.

[0008] Furthermore, controlling the electromagnetic coil to switch between the first operating state and the second operating state includes: when the actual open / closed state of the second clutch is the closed state, controlling the electromagnetic coil to switch to the first operating state so that the operating state of the second clutch is the open state; when the actual open / closed state of the second clutch is the open state, controlling the electromagnetic coil to be in the second operating state.

[0009] Based on the aforementioned technical means, this method clarifies the specific execution rules for switching the electromagnetic coil. The electromagnetic coil is only switched to the first operating state and a separation force is applied when the second clutch is actually closed and needs to be disengaged. If the second clutch is already disengaged, the electromagnetic coil remains in the second operating state (i.e., de-energized). This design avoids ineffective energization of the electromagnetic coil when the second clutch is properly disengaged, reducing unnecessary energy consumption and electromagnetic coil overheating and wear, extending the electromagnetic coil's lifespan, and also reducing overall vehicle energy consumption.

[0010] Furthermore, when the actual opening and closing states of the first clutch and the second clutch are consistent with the target opening and closing states of the first clutch and the second clutch, the control solenoid coil is in a second working state so that the clutch control system controls the first clutch and the second clutch.

[0011] Based on the aforementioned technical means, this method limits the behavior of the electromagnetic coil under normal operating conditions. When the actual opening and closing states of the first and second clutches coincide with the target opening and closing states, the electromagnetic coil maintains its second operating state (i.e., de-energized state), applying no separation force. The engagement and disengagement of the two clutches are entirely controlled by the clutch control system according to conventional strategies. Its beneficial effects are: ensuring the independence and response speed of the clutch control system under normal driving mode; the electromagnetic coil does not interfere with the normal shifting process, thus maintaining the original driving smoothness and shifting quality.

[0012] Furthermore, based on the vehicle's operating status and the driver's actual operation, the target opening and closing states of the first clutch and the second clutch are determined, including: based on the vehicle's operating status and the driver's actual operation, determining the vehicle's target switching mode; the target switching mode includes at least one of the following: pure electric two-wheel drive mode, pure electric four-wheel drive mode, series generator mode, and engine direct drive mode; and determining the target opening and closing states of the first clutch and the second clutch based on the target switching mode.

[0013] Based on the aforementioned technical means, this method determines the target opening and closing state by first determining the target switching mode the vehicle should currently be in based on the vehicle's operating status and the driver's actual operation; then, based on the target switching mode, it obtains the target opening and closing states of the first and second clutches. This allows the clutch target states to adaptively match the power demands under different operating conditions: in pure electric two-wheel drive mode, both clutches are disengaged to reduce drag loss; in pure electric four-wheel drive mode, the second clutch is engaged to improve traction; in series generator mode, the first clutch is engaged to drive the auxiliary drive motor to generate electricity; and in engine direct drive mode, both clutches are engaged to achieve bidirectional power flow. Simultaneously, this mechanism also provides a clear benchmark for subsequent fault diagnosis.

[0014] Furthermore, the target opening and closing states of the first clutch and the second clutch are determined based on the target switching mode, including: when the target switching mode is a pure electric two-wheel drive mode, the target opening and closing states corresponding to the pure electric two-wheel drive mode are: the first clutch disengaged and the second clutch disengaged; or, when the target switching mode is a pure electric four-wheel drive mode, the target opening and closing states corresponding to the pure electric four-wheel drive mode are: the first clutch disengaged and the second clutch engaged; or, when the target switching mode is a series power generation mode, the target opening and closing states corresponding to the series power generation mode are: the first clutch engaged and the second clutch disengaged; or, when the target switching mode is an engine direct drive mode, the target opening and closing states corresponding to the engine direct drive mode are: the first clutch engaged and the second clutch engaged.

[0015] Based on the aforementioned technical means, the corresponding clutch opening and closing states can be matched according to different target switching modes, and the power transmission paths in each mode can be accurately constructed. For example, in pure electric four-wheel drive mode, the auxiliary drive motor power is ensured to be output to all wheels, and in engine direct drive mode, the engine power is effectively transmitted, so as to achieve stable operation and performance maximization of various functions of the hybrid system.

[0016] Furthermore, when it is determined that the clutch control system meets abnormal conditions and the actual opening and closing state of the second clutch is closed, the control solenoid coil switches to the first working state so that the second clutch cuts off the power transmission between the auxiliary drive motor and the wheel.

[0017] Based on the above technical means, forced disengagement when the clutch control system is abnormal and the second clutch is engaged can effectively avoid the risk of the second clutch failing to disengage due to control system failure, prevent loss of control over power transmission between the auxiliary drive motor and the wheels, eliminate potential driving safety hazards in a timely manner, and improve the fault tolerance of the system.

[0018] Furthermore, when the actual opening / closing state is inconsistent with the target opening / closing state, and the clutch control system meets abnormal conditions, corresponding prompt information is generated based on the target switching mode.

[0019] Based on the aforementioned technical means, targeted prompts are generated when the clutch is in an abnormal state and the system malfunctions. This can promptly inform users of the vehicle's fault status and functional limitations, such as the four-wheel drive function being unavailable or the vehicle only being able to run on pure electric power. This allows users to take countermeasures in advance and provides clear guidance for subsequent maintenance, ensuring user travel safety and timely vehicle maintenance.

[0020] Furthermore, based on the target switching mode, corresponding prompt information is generated, including: when the target switching mode is the series power generation mode, a first prompt information is generated to indicate that the vehicle's four-wheel drive function is unavailable; when the target switching mode is the pure electric two-wheel drive mode or the pure electric four-wheel drive mode, a second prompt information is generated to indicate that the vehicle can currently only travel in pure electric mode; when the target switching mode is the engine direct drive mode, a third prompt information is generated to indicate that the vehicle has switched from the engine direct drive mode to pure electric mode.

[0021] Based on the aforementioned technical means, by generating differentiated prompts for different target switching modes, the system can accurately inform the driver of the vehicle's current functional limitations and changes in driving status when the clutch control system malfunctions or the actual clutch state does not match the target state. This allows the driver to promptly understand the impact of the fault, rationally plan their driving behavior, and provide clear guidance for subsequent maintenance, thus balancing driving safety and user experience.

[0022] Furthermore, the vehicle also includes: a shift motor and a shift hub; the shift hub is provided with a first groove and a second groove; the shift motor is configured to: control the shift hub to rotate to a preset rotation angle, drive the first clutch to axially translate through the first groove to achieve opening and closing switching, and drive the second clutch to axially translate through the second groove to achieve opening and closing switching; the abnormal conditions satisfied by the clutch control system include at least one of the following: the shift motor speed is less than a preset speed threshold, or the rotation angle of the shift hub is not at a preset rotation angle.

[0023] Based on the above technical means, the dual clutch can be precisely driven by the groove structure of the shift motor and the shift hub, realizing integrated and high-precision control of the dual clutch. At the same time, by using the shift motor speed and the shift hub rotation angle as the basis for anomaly judgment, the fault conditions of the clutch control system can be quickly identified, providing accurate triggering conditions for emergency intervention of the electromagnetic coil, and further improving the fault diagnosis and redundant control logic of the system.

[0024] Secondly, this application provides a hybrid auxiliary drive control device, including: a switching module, a determining module, and a prompting module.

[0025] In some embodiments, the switching module is used to control the electromagnetic coil to switch between a first operating state and a second operating state according to the actual opening and closing states of the first clutch and the second clutch.

[0026] Furthermore, based on the actual opening and closing states of the first clutch and the second clutch, the electromagnetic coil is controlled to switch between the first operating state and the second operating state, including: a determining module is used to determine the target opening and closing states of the first clutch and the second clutch based on the vehicle's operating state and the driver's actual operation; the switching module is specifically used to control the electromagnetic coil to switch between the first operating state and the second operating state when the actual opening and closing states of the first clutch and the second clutch are inconsistent with the target opening and closing states of the first clutch and the second clutch.

[0027] Furthermore, the switching module is also used to control the electromagnetic coil to switch between a first operating state and a second operating state, including: when the actual opening and closing state of the second clutch is closed, controlling the electromagnetic coil to switch to the first operating state so that the operating state of the second clutch is open; when the actual opening and closing state of the second clutch is open, controlling the electromagnetic coil to be in the second operating state.

[0028] Furthermore, the switching module is also used to enable the electromagnetic coil to be in a second working state when the actual opening and closing state of the first clutch and the second clutch is consistent with the target opening and closing state of the first clutch and the second clutch, so that the clutch control system controls the first clutch and the second clutch.

[0029] Furthermore, the determining module is specifically used to determine the target opening and closing states of the first clutch and the second clutch based on the vehicle's operating state and the driver's actual operation, including: determining the vehicle's target switching mode based on the vehicle's operating state and the driver's actual operation; the target switching mode includes at least one of the following: pure electric two-wheel drive mode, pure electric four-wheel drive mode, series generator mode, and engine direct drive mode; and determining the target opening and closing states of the first clutch and the second clutch based on the target switching mode.

[0030] Furthermore, the determining module is also used to determine the target opening and closing states of the first clutch and the second clutch based on the target switching mode, including: when the target switching mode is a pure electric two-wheel drive mode, the target opening and closing states corresponding to the pure electric two-wheel drive mode are: the first clutch disengaged and the second clutch disengaged; or, when the target switching mode is a pure electric four-wheel drive mode, the target opening and closing states corresponding to the pure electric four-wheel drive mode are: the first clutch disengaged and the second clutch engaged; or, when the target switching mode is a series power generation mode, the target opening and closing states corresponding to the series power generation mode are: the first clutch engaged and the second clutch disengaged; or, when the target switching mode is an engine direct drive mode, the target opening and closing states corresponding to the engine direct drive mode are: the first clutch engaged and the second clutch engaged.

[0031] Furthermore, the switching module is also used to control the solenoid coil to switch to the first working state when it is determined that the clutch control system meets abnormal conditions and the actual opening and closing state of the second clutch is the closed state, so as to cut off the power transmission between the auxiliary drive motor and the wheel by the second clutch.

[0032] Furthermore, the prompting module is used to generate corresponding prompt information based on the target switching mode when the actual opening and closing state is inconsistent with the target opening and closing state and the clutch control system meets abnormal conditions.

[0033] Furthermore, the prompting module is specifically used to generate corresponding prompt information based on the target switching mode, including: generating a first prompt message when the target switching mode is the series power generation mode, the first prompt message indicating that the vehicle's four-wheel drive function is unusable; generating a second prompt message when the target switching mode is the pure electric two-wheel drive mode or the pure electric four-wheel drive mode, the second prompt message indicating that the vehicle can currently only travel in pure electric mode; and generating a third prompt message when the target switching mode is the engine direct drive mode, the third prompt message indicating that the vehicle has switched from the engine direct drive mode to pure electric mode.

[0034] Furthermore, the abnormal conditions that the clutch control system meets include at least one of the following: the speed of the shift motor is less than the preset speed threshold, or the rotation angle of the shift drum is not at the preset rotation angle.

[0035] Thirdly, this application provides an electronic device comprising: a processor and a memory; the memory storing processor-executable instructions. When the processor is configured to execute the instructions, the electronic device implements the method described in the first aspect.

[0036] Fourthly, this application provides a vehicle including a controller for the method described in the first aspect.

[0037] Fifthly, this application provides a computer-readable storage medium in which computer execution instructions stored in the computer-readable storage medium are executed by a processor of a processing device, and the processing device is capable of performing the methods described in the first aspect and any possible implementation thereof.

[0038] Sixthly, this application provides a computer program product including computer instructions that, when executed on a vehicle, cause the vehicle to perform the method described in the first aspect and any possible implementation thereof.

[0039] It should be noted that the technical effects of any of the implementation methods in aspects two through six can be found in the technical effects of the corresponding implementation methods in aspect one, and will not be repeated here.

[0040] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0041] Figure 1 A schematic diagram illustrating the composition of a hybrid auxiliary drive control system provided in an embodiment of this application; Figure 2 A schematic flowchart illustrating a hybrid auxiliary drive control method provided in an embodiment of this application; Figure 3 A schematic diagram illustrating the switching of the working state of an electromagnetic coil provided in an embodiment of this application; Figure 4 This is a complete flowchart illustrating a hybrid auxiliary drive control method provided in an embodiment of this application. Figure 5 This is a schematic diagram of the composition of a hybrid auxiliary drive control device provided in an embodiment of this application; Figure 6 This is a schematic diagram of the composition of an electronic device provided in an embodiment of this application. Detailed Implementation

[0042] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0043] It should be noted that in the embodiments of this application, the words "exemplarily" or "for example" are used to indicate examples, illustrations, or explanations. Any embodiment or design scheme described as "exemplarily" or "for example" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or design schemes. Specifically, the use of the words "exemplarily" or "for example" is intended to present the relevant concepts in a specific manner.

[0044] In the embodiments of this application, the terms "first," "second," "third," "fourth," "fifth," and "sixth" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined with "first," "second," "third," "fourth," "fifth," and "sixth" may explicitly or implicitly include one or more of that feature.

[0045] In embodiments of this application, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element. For "A and / or B," this includes three combinations: A only, B only, and a combination of A and B.

[0046] With the rapid development of hybrid vehicle technology, auxiliary drive systems for four-wheel drive vehicles have gradually formed two mainstream technical routes. One, the widely used dual-motor system assembly, highly integrates the generator, drive motor, mechanical transmission mechanism, and dual-motor controller, resulting in a compact structure and flexible control. The other, increasingly popular single-motor system assembly, is based on the generator and its controller, adding a transmission mechanism and disconnection devices to achieve time-sharing multiplexing of the generator, thereby expanding the power transmission methods. In single-motor hybrid auxiliary drive systems, multiple disconnection devices are used to control the power connection between the generator and the engine and wheels. If any of these disconnection devices fails, not only may the core auxiliary drive function fail to operate normally, but in severe cases, it may also endanger vehicle driving safety. However, there is currently a lack of effective solutions for this type of failure in related technologies.

[0047] Based on this, this application proposes a hybrid auxiliary drive control method applied to a vehicle. The vehicle includes a first clutch, a second clutch, an electromagnetic coil, and a clutch control system. The first clutch is coupled between the auxiliary drive motor and the engine, and the second clutch is coupled between the auxiliary drive motor and the wheels. The clutch control system controls the operating states of the two clutches. The electromagnetic coil is configured to apply a separation force to the second clutch in a first operating state to cut off the power transmission between the auxiliary drive motor and the wheels, and to remove the force in a second operating state so that the clutch control system can normally control the second clutch. The control method includes: controlling the electromagnetic coil to switch between the first and second operating states according to the actual opening and closing states of the first and second clutches. By adding an electromagnetic coil and performing redundant control based on the actual state of the dual clutches, this application can forcibly cut off the power from the auxiliary drive motor to the wheels when the second clutch fails due to adhesion or other reasons. This effectively solves the problem of power loss of control caused by the failure of the disconnection device in a single-motor auxiliary drive hybrid auxiliary drive system, thus improving driving safety.

[0048] The embodiments of this application are described below with reference to the accompanying drawings.

[0049] Please see Figure 1 , Figure 1 This is a schematic diagram of the composition of a hybrid auxiliary drive control system provided in an embodiment of this application. The hybrid auxiliary drive control system is configured in a vehicle and includes a first clutch 101, a second clutch 102, an electromagnetic coil 103, a clutch control system 104, a controller 105, an auxiliary drive motor 106, and an engine 107.

[0050] The controller 105 is communicatively connected to the auxiliary drive motor 106, the electromagnetic coil 103, the clutch control system 104, the first clutch 101, the second clutch 102, and the engine 107. This communication connection is... Figure 1 Not specifically shown in the text. Given the large number of system components, Figure 1 This application only demonstrates the connection method between the components in one embodiment. More complex connection structures are also within the scope of protection of this application.

[0051] The controller 105 can be integrated into the vehicle's motor controller or vehicle controller.

[0052] In one possible implementation, the controller 105 is used to send control commands to the first clutch 101, the second clutch 102, the electromagnetic coil 103 and the clutch control system 104, and to receive the actual opening and closing states fed back by the first clutch 101 and the second clutch 102, so as to switch the working mode of the electromagnetic coil 103 according to the state of the dual clutches, thereby realizing redundant safety control of the second clutch 102.

[0053] The first clutch 101 is used to couple between the vehicle's auxiliary drive motor 106 and the vehicle's engine 107 to cut off or connect the power transmission between the auxiliary drive motor 106 and the engine 107.

[0054] As one implementation method, the first clutch 101 can be arranged between the motor shaft and the engine output shaft, or integrated inside the motor rotor; the first clutch 101 can be in the form of a dry single-plate clutch, a wet multi-plate clutch or an electromagnetic clutch.

[0055] The second clutch 102 is used to couple between the auxiliary drive motor 106 and the wheels of the vehicle to cut off or connect the power transmission between the auxiliary drive motor 106 and the wheels.

[0056] As one implementation method, the second clutch 102 can be arranged between the output end of the auxiliary drive motor 106 and the input end of the reducer, or integrated inside the main reducer; the second clutch 102 can be in the form of a dry clutch, a wet clutch or an electromagnetic clutch.

[0057] The electromagnetic coil 103 is used to apply a separation force to the second clutch 102 in the first working state so that the second clutch 102 cuts off the power transmission between the auxiliary drive motor 106 and the wheel; and to remove the separation force in the second working state so that the clutch control system 104 controls the working state of the second clutch 102.

[0058] As one implementation method, the electromagnetic coil 103 can be sleeved on the outer periphery of the release bearing of the second clutch 102, or installed inside the clutch housing at a position opposite to the release fork; the electromagnetic coil 103 can be in the form of a ring electromagnetic coil, a solenoid electromagnet, or a proportional electromagnet.

[0059] The clutch control system 104 is used to control the engagement and disengagement of the first clutch 101 and the second clutch 102 according to the instructions of the controller 105. The clutch control system 104 includes a shift motor and a shift drum.

[0060] As one implementation method, the clutch control system 104 can be arranged on the side of the gearbox housing, integrated inside the clutch housing, or integrated with the controller 105.

[0061] The shift motor drives the shift drum to rotate, enabling switching between different gears. As one implementation method, the shift motor can be a stepper motor, a brushless DC motor, or a servo motor, and it can be mounted outside the gearbox housing or integrated inside the gearbox.

[0062] The shift hub is connected to the shift motor and has shift grooves on its surface to guide the axial movement of the shift fork, thereby selectively engaging or disengaging different gear pairs. As one implementation, the shift hub can adopt a cylindrical cam structure or a planar grooved rail structure.

[0063] In one possible implementation, the shift hub is provided with a first groove and a second groove; the shift motor is configured to: control the shift hub to rotate to a preset rotation angle, drive the first clutch 101 to axially translate through the first groove to achieve opening and closing switching, and drive the second clutch 102 to axially translate through the second groove to achieve opening and closing switching.

[0064] In one implementation, when the shift drum rotates to a first preset rotation angle, the change in the contour of the first groove pushes the shift fork of the first clutch 101 to move axially, causing the first clutch 101 to switch from an open state to a closed state, or from a closed state to an open state. Similarly, when the shift drum rotates to a second preset rotation angle, the second groove pushes the shift fork of the second clutch 102 to move axially, realizing the opening and closing switching of the second clutch 102. By integrating the drive of the two clutches on different grooves of the same shift drum, the coordinated control of the two clutches can be achieved with a simplified mechanical structure under the control of a single actuator (shift motor), reducing system cost and complexity.

[0065] In one implementation, the preset rotation angle is a plurality of discrete angle values, each corresponding to a specific open / closed combination state of the first clutch 101 and the second clutch 102. For example, position A of the shift hub corresponds to the first clutch 101 being disengaged and the second clutch 102 being disengaged; position B corresponds to the first clutch 101 being engaged and the second clutch 102 being disengaged; position C corresponds to the first clutch 101 being disengaged and the second clutch 102 being engaged; and position D corresponds to the first clutch 101 being engaged and the second clutch 102 being engaged. Positions A, B, C, and D are all different and are evenly distributed according to the circumferential angle. The controller 105 controls the shift motor to drive the shift hub to rotate to the target angle, thereby simultaneously achieving the target state switching of the two clutches.

[0066] As one possible implementation, the vehicle can be, but is not limited to, hybrid passenger vehicles (such as conventional hybrid sedans, hybrid SUVs, and hybrid MPVs), hybrid commercial vehicles (such as hybrid light trucks, hybrid buses, and hybrid logistics vehicles), plug-in hybrid SUVs, range-extended hybrid electric vehicles, mild hybrid electric vehicles, and fuel cell hybrid electric vehicles. The hybrid auxiliary drive control system proposed in this application is applicable to any of the above types of hybrid vehicles, especially four-wheel drive hybrid models using a single-motor auxiliary drive architecture, effectively improving their power safety redundancy under clutch failure conditions. This application does not impose specific limitations in this regard.

[0067] The auxiliary drive motor 106, as the power output component of the auxiliary drive branch of this application, can work alone with the front wheel to achieve auxiliary drive, or it can work with the engine 107 to complete the power generation operation. The power output end is transmitted to the front wheel through the gear pair and differential.

[0068] Engine 107, serving as the power source and generator input source for the vehicle's hybrid system, can drive the auxiliary drive motor 106 to generate electricity via the first clutch 101 under specific operating conditions, or participate in the vehicle's power coupling output as needed. In some embodiments, please refer to... Figure 1As shown, the hybrid auxiliary drive control system configured on the vehicle also includes a first gear pair 108, a second gear pair 109, a differential 110, and an electromagnetic coil switch 111.

[0069] The first gear pair 108 and the second gear pair 109 have different transmission ratios to provide two different power transmission gears. The first gear pair 108 can be set as a low-speed gear pair, and the second gear pair 109 can be set as a high-speed gear pair, so as to adapt to the driving needs of the vehicle at low speed with high torque and at high speed with low torque, respectively.

[0070] As one possible implementation, the first gear pair 108 consists of three meshing gears, including a driving gear, an intermediate gear, and a driven gear, for power transmission at a first transmission ratio; as another implementation, the first gear pair 108 can be configured as a low-speed gear pair to provide a larger torque output.

[0071] As one possible implementation, the second gear pair 109 consists of two meshing gears, including a driving gear and a driven gear, for power transmission in a second transmission ratio; as another implementation, the second gear pair 109 can be configured as a high-speed gear pair to provide higher speed output.

[0072] In this embodiment, the first gear pair 108 and the second gear pair 109 have different transmission ratios. By switching the shift drum and shift fork, the power of the auxiliary drive motor 106 can be selectively transmitted to the differential 110 via either the first gear pair 108 or the second gear pair 109, and then distributed to the left and right wheels by the differential 110, thereby achieving multi-gear optimization within the working range of the auxiliary drive motor 106. It should be noted that the electromagnetic coil 103 in this embodiment works in conjunction with the clutch control system 104. Regardless of which gear pair the power of the auxiliary drive motor 106 is transmitted through, the electromagnetic coil 103 can forcibly cut off the power transmission from the auxiliary drive motor 106 to the wheels in the event of a fault such as adhesion in the second clutch 102, thereby ensuring driving safety.

[0073] The differential 110 is used to distribute the power transmitted from the auxiliary drive motor 106 or the engine 107 to the left and right wheels and allow the left and right wheels to rotate at different speeds; as one implementation, the differential 110 can be a bevel gear differential or a planetary gear differential.

[0074] The electromagnetic coil switch 111 is controlled by the controller 105 and is used to connect or disconnect the power supply of the electromagnetic coil 103 so that the electromagnetic coil 103 switches between a first working state and a second working state. As one implementation, the electromagnetic coil switch 111 can be an electronic switching element such as a relay, a power transistor or a MOSFET.

[0075] In summary, the hybrid auxiliary drive control system provided in this application, by adding an electromagnetic coil 103 to work in conjunction with the clutch control system 104, can forcibly cut off the power from the auxiliary drive motor 106 to the wheels when the second clutch 102 fails due to adhesion or other reasons, effectively solving the problem of power loss of control and significantly improving driving safety. At the same time, by integrating the drives of the two clutches into different grooves on the same shift hub, only one shift motor is needed to achieve coordinated control, simplifying the mechanical structure and reducing system complexity and manufacturing costs. In addition, by combining gear pairs with different transmission ratios, regardless of whether the power of the auxiliary drive motor 106 is transmitted through a low-speed gear or a high-speed gear, multi-gear optimization of the working range of the auxiliary drive motor 106 can be achieved under the premise of ensuring safety, so as to adapt to various driving needs such as low-speed high torque and high-speed low torque.

[0076] It should be understood that the aforementioned hybrid assisted drive control system is configured in a vehicle, and the vehicle in this application embodiment includes all components of this system, which will not be described in detail here. The hybrid assisted drive control method provided in this application can be applied to the controller in the aforementioned hybrid assisted drive control system, as well as to the vehicle controller or other units with control functions.

[0077] It should be noted that the structures illustrated in the embodiments of this application do not constitute a limitation on the hybrid auxiliary drive control system. The system may include more or fewer components than illustrated, or combine some components, or split some components, or have different component arrangements. The illustrated components may be implemented in hardware, software, or a combination of both.

[0078] For ease of understanding, the hybrid auxiliary drive control method provided in this application will be described in detail below with reference to the accompanying drawings.

[0079] Figure 2 This is a flowchart illustrating a hybrid auxiliary drive control method provided in an embodiment of this application. This method can be applied to the controller of the aforementioned hybrid auxiliary drive control system, which is configured in a vehicle. (Refer to...) Figure 2 The hybrid auxiliary drive control method includes: S201. Based on the actual opening and closing states of the first clutch and the second clutch, control the electromagnetic coil to switch between the first working state and the second working state.

[0080] The first working state refers to the working state in which the electromagnetic coil is powered on, applies a separation force to the second clutch, forces the second clutch to disengage, and thereby cuts off the power transmission between the auxiliary drive motor and the wheels; the second working state refers to the working state in which the electromagnetic coil is powered off, removes the separation force on the second clutch, and the working state of the second clutch is normally controlled by the clutch control system.

[0081] In one possible implementation, the actual open / closed state of the first and second clutches can be obtained through position sensors, stroke sensors, or Hall effect sensors installed on the clutches. The sensors feed back the detected clutch state signals to the controller in real time. After analyzing and processing the signals, the controller determines the actual open / closed state of the dual clutches. In another implementation, the state can be indirectly calculated by detecting the actuators controlling the first or second clutches (such as the current of the shift motor or the rotation angle of the shift drum).

[0082] In one possible implementation, the controller controls the working state of the electromagnetic coil by controlling the on / off state of the electromagnetic coil switch. Specifically, when the controller sends an on command to the electromagnetic coil switch, the electromagnetic coil switch is turned on, and the electromagnetic coil is energized and enters the first working state; when the controller sends an off command to the electromagnetic coil switch, the electromagnetic coil switch is turned off, and the electromagnetic coil is de-energized and enters the second working state.

[0083] In some embodiments, such as Figure 3 The diagram illustrates a process for switching the operating state of an electromagnetic coil. Based on the actual opening and closing states of the first and second clutches, the electromagnetic coil is controlled to switch between a first operating state and a second operating state, including: S301. Based on the vehicle's operating status and the driver's actual operation, determine the target opening and closing states of the first and second clutches.

[0084] The vehicle's operating status includes its current speed, remaining battery charge, engine speed, motor speed, power demand, road conditions (such as flat roads, uphill roads, downhill roads), braking status, and parking status. These operating status data collectively reflect the vehicle's current power demand and operating conditions, providing a basis for determining the target opening and closing status.

[0085] As one possible implementation, vehicle speed is used to determine whether the vehicle is at low speed, high speed, or stationary, and then match the corresponding power transmission mode; the remaining battery charge determines the vehicle's ability to run on pure electric power, affecting the clutch switching logic; engine speed and motor speed are used to determine the working status of the power source, avoiding jerking caused by speed mismatch during clutch switching; power demand reflects the driver's power demand for the vehicle, determining whether it is necessary to switch the clutch to engage or disengage the corresponding power source; driving conditions and braking / parking status are used to optimize the clutch switching timing, ensuring driving smoothness and safety.

[0086] The driver's actual operations include the depth of the accelerator pedal, the state of the brake pedal, gear shifting operations (such as switching between forward, reverse, and parking gears), mode selection operations (such as manually switching between pure electric mode and hybrid mode), and four-wheel drive / two-wheel drive switching operations. These operations directly reflect the driver's driving intentions and are one of the core bases for determining the opening and closing status of the target.

[0087] As one possible implementation, the depth of the accelerator pedal reflects the driver's power demand; the deeper the pedal is depressed, the greater the power demand, requiring corresponding adjustment of the clutch state to engage a more sufficient power source. The brake pedal state is used to determine whether the vehicle is decelerating or braking; at this time, the clutch needs to be switched appropriately to cut off unnecessary power transmission and ensure braking safety. Gear shifting and mode selection operations directly determine the vehicle's driving mode, thereby determining the target open / closed state of the clutch. The four-wheel drive / two-wheel drive switching operation is directly related to the target state of the second clutch, realizing the switching between different drive modes.

[0088] As one possible implementation, the driver's actual operation data can be collected in real time by various vehicle sensors (such as vehicle speed sensor, battery management system, engine speed sensor, motor speed sensor, accelerator pedal position sensor, brake pedal position sensor) and control unit. After being summarized and analyzed by the controller, it is used as input parameters to determine the target opening and closing state of the first clutch and the second clutch, ensuring that the target state matches the actual operating conditions of the vehicle and the driver's intention.

[0089] In some embodiments, determining the target opening / closing state of the first clutch and the second clutch based on the vehicle's operating state and the driver's actual operation includes: determining the vehicle's target switching mode based on the vehicle's operating state and the driver's actual operation; and determining the target opening / closing state of the first clutch and the second clutch based on the target switching mode.

[0090] The target switching mode includes at least one of the following: pure electric two-wheel drive mode, pure electric four-wheel drive mode, series generator mode, and engine direct drive mode.

[0091] The pure electric two-wheel drive mode refers to the vehicle being driven solely by the main drive end. The auxiliary drive motor and engine configured in the hybrid auxiliary drive control system of this application do not participate in power output, and only rely on the main drive end to drive a single set of wheels. This mode is suitable for regular driving scenarios such as short-distance commuting in the city.

[0092] The pure electric four-wheel drive mode refers to a driving mode in which the vehicle uses electric energy as the sole power source, the engine does not participate in power output, and the main drive end works in conjunction with the auxiliary drive motor of this application to drive the front and rear wheels to rotate synchronously. This mode can effectively improve the traction of the whole vehicle and the passability on complex road surfaces, and meet the power and driving stability requirements of climbing and slippery road driving conditions.

[0093] The series power generation mode refers to the engine and auxiliary drive motor forming a power generation link. The engine drives the auxiliary drive motor to generate electricity, which can be stored in the power battery or directly supplied to the main drive end. The engine does not directly output power to the wheels. This mode is mainly used when the vehicle's power battery charge is low, and can continuously replenish the vehicle's power and ensure the vehicle can travel long distances continuously.

[0094] The engine direct drive mode refers to a driving mode in which the engine is used as the core power output source and the power transmission path is established through the clutch to achieve direct power transmission. The auxiliary drive motor of this application can selectively provide auxiliary power or stop working according to the real-time operating conditions. This mode is suitable for high-speed cruising and other engine-efficient operating conditions, and can effectively improve the fuel economy of the whole vehicle.

[0095] As one possible implementation, determining the target opening / closing state of the first and second clutches based on the target switching mode includes at least one of the following: (1) When the target switching mode is pure electric two-wheel drive mode, the target opening and closing state corresponding to the pure electric two-wheel drive mode is: first clutch disengaged state and second clutch disengaged state.

[0096] Understandably, in pure electric two-wheel drive mode, neither the engine nor the auxiliary drive motor of this application engages in power output. Therefore, the first clutch is disengaged, cutting off the power connection between the engine and the auxiliary drive motor to avoid the engine being passively idle and wasting energy. The second clutch is disengaged, cutting off the power transmission between the auxiliary drive motor and the front wheel auxiliary drive end, completely locking the auxiliary drive branch, and the whole vehicle only retains the main drive end to work normally.

[0097] (2) When the target switching mode is pure electric four-wheel drive mode, the target opening and closing state corresponding to the pure electric four-wheel drive mode is: the first clutch is disengaged and the second clutch is closed.

[0098] Understandably, in pure electric four-wheel drive mode, the engine stops working, and four-wheel drive is achieved by the main drive end and the auxiliary drive motor of the hybrid auxiliary drive control system of this application. The first clutch remains disengaged, isolating the power connection between the engine and the auxiliary drive motor. The second clutch remains closed, connecting the power circuit from the auxiliary drive motor to the front wheel auxiliary drive end, so that the auxiliary drive motor can stably output power and cooperate with the main drive end to form four-wheel drive capability.

[0099] (3) When the target switching mode is the series power generation mode, the target opening and closing state corresponding to the series power generation mode is: the first clutch closed state and the second clutch open state.

[0100] Understandably, in series power generation mode, the engine needs to drive the motor to generate electricity. Therefore, the first clutch is closed to connect the power transmission between the auxiliary drive motor and the engine, so that the engine can drive the auxiliary drive motor to rotate and generate electricity. The second clutch remains open to cut off the power connection between the auxiliary drive motor and the front wheel auxiliary drive end, prevent power leakage during power generation, and ensure efficient production and utilization of electrical energy.

[0101] (4) When the target switching mode is the engine direct drive mode, the target opening and closing state corresponding to the engine direct drive mode is: the first clutch closed state and the second clutch closed state.

[0102] Understandably, in engine direct drive mode, the engine is the main power source. The first clutch closes to achieve power coupling between the engine and the auxiliary drive motor, and the auxiliary drive motor can assist as needed. The second clutch closes to conduct the auxiliary drive force branch of the front wheels, realizing the power linkage of all wheels of the vehicle, giving full play to the advantages of the engine's high-efficiency operation, and optimizing the vehicle's energy consumption performance under high-speed driving conditions.

[0103] Based on the S301 procedure, the clutch target state can be accurately matched with the vehicle operating conditions and the driver's intentions, ensuring that the drive mode switching is reasonable and reliable.

[0104] S302. When the actual opening and closing states of the first clutch and the second clutch are inconsistent with the target opening and closing states of the first clutch and the second clutch, the control solenoid coil switches between the first working state and the second working state.

[0105] It should be understood that when the actual opening and closing state of the first and second clutches is inconsistent with the target opening and closing state, it indicates that the current working state of the clutches does not meet the requirements of the vehicle's operating conditions and the driver's intentions. If it is not adjusted in time, it may lead to failure of drive mode switching, abnormal power transmission, vehicle jerking, or even safety hazards. Therefore, it is necessary to control the working state of the electromagnetic coil to force or assist in adjusting the state of the second clutch so that the actual state of the dual clutches can quickly match the target state and ensure the normal operation of the vehicle.

[0106] As one possible implementation, the controller compares the actual open / closed state of the dual clutch with the target open / closed state in real time. When an inconsistency is detected, the controller outputs a corresponding control command based on the actual state of the second clutch: if the second clutch is actually closed while the target is open, the controller switches the solenoid coil to the ignition, causing the solenoid coil to enter the first working state and applying a separation force to force the second clutch to disengage; if the second clutch is actually open while the target is closed, the controller switches the solenoid coil to the ignition, causing the solenoid coil to enter the second working state and the clutch control system controls the second clutch to close, thereby achieving the matching of the dual clutch state with the target state.

[0107] In some embodiments, controlling the electromagnetic coil to switch between a first operating state and a second operating state includes: when the actual open / closed state of the second clutch is closed, controlling the electromagnetic coil to switch to the first operating state so that the operating state of the second clutch is open; and when the actual open / closed state of the second clutch is open, controlling the electromagnetic coil to be in the second operating state.

[0108] In this embodiment, the main focus is on scenarios where the second clutch needs to switch from closed to open. Forced disengagement is achieved by applying a separation force through an electromagnetic coil, ensuring that the second clutch quickly disengages from the closed state. When the second clutch is already in the open state, there is no need for the electromagnetic coil to apply force, keeping it in the second working state. The clutch control system autonomously controls the closing of the second clutch according to the target state, which not only achieves rapid adjustment of the second clutch but also ensures normal control logic under normal operating conditions.

[0109] In some embodiments, when the actual opening and closing states of the first clutch and the second clutch are consistent with the target opening and closing states of the first clutch and the second clutch, the electromagnetic coil is in a second working state so that the clutch control system controls the first clutch and the second clutch.

[0110] In this embodiment, when the actual state of the dual clutch is consistent with the target state, it indicates that the current clutch working state is in line with the vehicle's operating conditions and the driver's intentions, and there is no need for the electromagnetic coil to force intervention. At this time, the electromagnetic coil is in the second working state of being de-energized, and the control authority of the clutch is completely handed over to the clutch control system, which controls the first and second clutches normally according to the real-time operating conditions of the vehicle, ensuring the smoothness and stability of power transmission, while reducing energy consumption.

[0111] For example, the relationship between the target opening and closing states of the first clutch and the second clutch and whether the electromagnetic coil switches to the first working state under different operating conditions (parking as shown in Table 1 and driving as shown in Table 2) and different target switching modes is shown in the following table: Table 1

[0112] Table 2

[0113] As shown in Tables 1 and 2 above, under driving conditions, when the target switching mode is engine direct drive mode, if the clutch control system meets abnormal conditions or the actual opening / closing state is inconsistent with the target opening / closing state, the electromagnetic coil switches to the first working state, applying a separation force to the second clutch to forcibly cut off the power transmission between the auxiliary drive motor and the wheels. In other target switching modes, the electromagnetic coil does not switch to the first working state, maintaining the second working state and being normally controlled by the clutch control system. Under parking conditions, only the series-connected generator mode involves the first clutch being closed and the second clutch being open, and the electromagnetic coil does not switch to the first working state.

[0114] In some embodiments, when it is determined that the clutch control system meets abnormal conditions and the actual open / closed state of the second clutch is closed, the control solenoid coil is switched to a first operating state so that the second clutch cuts off the power transmission between the auxiliary drive motor and the wheel.

[0115] As one possible implementation, the abnormal conditions satisfied by the clutch control system include at least one of the following: the shift motor speed is less than a preset speed threshold, or the rotation angle of the shift drum is not at a preset rotation angle.

[0116] In one implementation, if the speed of the shift motor is lower than the preset speed threshold, it indicates that the power output of the shift actuator is insufficient and cannot reliably complete the clutch state switching, thus determining that the clutch control system is abnormal.

[0117] For example, after the controller sends a command to the shift motor to drive the shift hub to the target position, it detects that the actual speed of the shift motor is continuously lower than a preset speed threshold (e.g., 50 rpm) within a preset time. This indicates that the shift motor may be stalled, out of sync, or experiencing a power supply abnormality, causing the shift hub to fail to reach the target position, and consequently preventing the second clutch from disengaging normally as instructed. At this point, the controller determines that the clutch control system can no longer reliably execute the disengagement command, and therefore triggers the electromagnetic coil to forcibly disengage.

[0118] In one implementation, if the rotation angle of the shift drum is not within the preset angle range, it indicates that there is a deviation in the shift position, the clutch cannot engage or disengage normally, and the clutch control system is judged to be abnormal.

[0119] For example, the controller reads the rotation angle of the shift hub in real time using a position sensor (such as a Hall angle sensor or potentiometer) mounted on the shift hub. When the deviation of this angle from the preset angle range corresponding to the current target gear exceeds the allowable error (e.g., ±2°), it is determined that the shift hub is not at the preset rotation angle. This indicates that the shift hub may not have reached the correct position due to mechanical jamming, shift fork deformation, or sensor drift, causing the linked second clutch to fail to disengage properly. At this time, the controller also triggers the solenoid coil to switch to the first working state, forcibly cutting off the power transmission between the auxiliary drive motor and the wheels.

[0120] In one implementation, the shift motor speed being less than a preset speed threshold and the shift hub rotation angle not being at a preset rotation angle can be used as judgment conditions simultaneously. That is, the electromagnetic coil is triggered only when both conditions are met, so as to improve the accuracy of fault judgment and avoid false triggering caused by transient abnormalities in a single sensor signal.

[0121] In some embodiments, when the actual opening / closing state is inconsistent with the target opening / closing state and the clutch control system meets abnormal conditions, a corresponding prompt message is generated based on the target switching mode.

[0122] As one possible implementation, a corresponding prompt message is generated based on the target switching mode, including: (1) When the target switching mode is the series power generation mode, a first prompt message is generated. The first prompt message is used to indicate that the vehicle's four-wheel drive function cannot be used.

[0123] The first warning message refers to the warning message issued to the driver indicating that the hybrid auxiliary drive system has malfunctioned and the four-wheel drive function is unavailable.

[0124] As one possible implementation, the initial prompt information can be presented via the instrument panel, central control screen, or head-up display system in the form of text, icons, or sound.

[0125] For example, when the vehicle is in series-generated power generation mode while driving, the electromagnetic coil switch does not work on its own, and the instrument panel displays "Hybrid auxiliary drive clutch malfunction, four-wheel drive function cannot be used, please go to 4S store for inspection as soon as possible"; when the vehicle is parked, the electromagnetic coil switch works on its own while in series-generated power generation mode, and the instrument panel displays "Hybrid auxiliary drive clutch malfunction, four-wheel drive function cannot be used, please go to 4S store for inspection as soon as possible".

[0126] (2) When the target switching mode is pure electric two-wheel drive mode or pure electric four-wheel drive mode, generate a second prompt message. The second prompt message is used to indicate that the vehicle can only drive in pure electric mode at present.

[0127] The second warning message refers to a warning message issued to the driver indicating that the vehicle has disengaged from the hybrid assistance function due to a malfunction in the hybrid auxiliary drive system and can only be driven in pure electric mode.

[0128] As one possible implementation, the second prompt information can be presented via the instrument panel, central control screen, or head-up display system in the form of text, icons, or sound.

[0129] For example, in pure electric two-wheel drive driving mode, the solenoid coil switch does not work on its own, and the instrument panel displays "Hybrid auxiliary drive clutch malfunction, currently only pure electric driving is possible, please pay attention to the remaining driving range and go to the 4S store for inspection as soon as possible", while the fuel mileage is displayed as 0; in pure electric four-wheel drive driving mode, the solenoid coil switch does not work on its own, and the instrument panel displays "Hybrid auxiliary drive clutch malfunction, currently only pure electric driving is possible, please pay attention to the remaining driving range and go to the 4S store for inspection as soon as possible", while the fuel mileage is displayed as 0.

[0130] (3) When the target switching mode is engine direct drive mode, a third prompt message is generated. The third prompt message is used to indicate that the vehicle has switched from engine direct drive mode to pure electric driving.

[0131] The third warning message refers to the warning message issued to the driver indicating that the vehicle has been forcibly switched from engine direct drive mode to pure electric driving mode due to a malfunction in the hybrid auxiliary drive system.

[0132] As one possible implementation, the third prompt information can be presented in the form of text, icons, or sound through the instrument panel, central control screen, or head-up display system.

[0133] For example, when the engine is in direct drive mode, the electromagnetic coil switch will work on its own, and the instrument panel will display "Hybrid auxiliary drive clutch failure, currently only pure electric driving is possible, please pay attention to the remaining driving range and go to the 4S store for inspection as soon as possible", while the fuel mileage will drop to 0.

[0134] In summary, please refer to Figure 4The diagram illustrates a complete flow chart of a hybrid auxiliary drive control method provided in this application embodiment. The chart includes: first, acquiring the target opening / closing states of the first and second clutches, and determining whether the actual opening / closing states match the target states. If the actual opening / closing states match the target states, the clutch control system is normal, and control is executed according to the target shift motor rotation angle. If the actual opening / closing states do not match the target states, and the clutch control system meets abnormal conditions (including at least one of shift motor stall, clutch control failure, or motor controller hardware / software failure), then it is further determined whether the electromagnetic coil needs to switch to the first operating state. If it is determined that the electromagnetic coil needs to switch to the first operating state, the electromagnetic coil switch is closed, putting the electromagnetic coil in the first operating state, and applying a separation force to the second clutch to forcibly cut off the power transmission between the auxiliary drive motor and the wheels. If it is determined that the electromagnetic coil does not need to switch to the first operating state, the user is prompted of a clutch malfunction via the vehicle's infotainment system, and the user decides whether to disengage. Finally, the actual clutch state at the current moment is updated based on the on / off state of the electromagnetic coil switch and the actual opening / closing state at the previous moment.

[0135] The foregoing mainly describes the solutions provided by the embodiments of this application from a methodological perspective. To achieve the above functions, the hybrid auxiliary drive control device includes hardware structures and / or software modules corresponding to the execution of each function. Those skilled in the art should readily recognize that, based on the units and algorithm steps of the examples described in conjunction with the embodiments disclosed herein, this application can be implemented in hardware or a combination of hardware and computer software. Whether a function is executed by hardware or by computer software driving hardware depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0136] This application embodiment can, according to the above method, exemplarily divide a hybrid auxiliary drive control device or electronic device into functional modules. For example, the hybrid auxiliary drive control device or electronic device may include functional modules corresponding to each functional division, or two or more functions may be integrated into one processing module. The integrated module can be implemented in hardware or as a software functional module. It should be noted that the module division in this application embodiment is illustrative and only represents one logical functional division; in actual implementation, there may be other division methods.

[0137] Please see Figure 5 The hybrid auxiliary drive control device provided in this application includes: a switching module 501, a determination module 502, and a prompting module 503.

[0138] In some embodiments, the switching module 501 is used to control the electromagnetic coil to switch between a first working state and a second working state according to the actual opening and closing states of the first clutch and the second clutch.

[0139] In some embodiments, controlling the electromagnetic coil to switch between a first operating state and a second operating state according to the actual opening and closing states of the first clutch and the second clutch includes: a determining module 502 for determining the target opening and closing states of the first clutch and the second clutch based on the vehicle's operating state and the driver's actual operation; and a switching module 501 specifically for controlling the electromagnetic coil to switch between the first operating state and the second operating state when the actual opening and closing states of the first clutch and the second clutch are inconsistent with the target opening and closing states of the first clutch and the second clutch.

[0140] In some embodiments, the switching module 501 is further configured to control the electromagnetic coil to switch between a first operating state and a second operating state, including: when the actual opening and closing state of the second clutch is a closed state, controlling the electromagnetic coil to switch to the first operating state so that the operating state of the second clutch is an open state; and when the actual opening and closing state of the second clutch is an open state, controlling the electromagnetic coil to be in the second operating state.

[0141] In some embodiments, the switching module 501 is further configured to, when the actual opening and closing states of the first clutch and the second clutch are consistent with the target opening and closing states of the first clutch and the second clutch, the electromagnetic coil is in a second working state, so that the clutch control system controls the first clutch and the second clutch.

[0142] In some embodiments, the determining module 502 is specifically used to determine the target opening and closing state of the first clutch and the second clutch based on the vehicle's operating state and the driver's actual operation, including: determining the vehicle's target switching mode based on the vehicle's operating state and the driver's actual operation; the target switching mode includes at least one of the following: pure electric two-wheel drive mode, pure electric four-wheel drive mode, series generator mode, and engine direct drive mode; and determining the target opening and closing state of the first clutch and the second clutch based on the target switching mode.

[0143] In some embodiments, the determining module 502 is further configured to determine the target opening and closing states of the first clutch and the second clutch based on the target switching mode, including: when the target switching mode is a pure electric two-wheel drive mode, the target opening and closing states corresponding to the pure electric two-wheel drive mode are: the first clutch disengaged and the second clutch disengaged; or, when the target switching mode is a pure electric four-wheel drive mode, the target opening and closing states corresponding to the pure electric four-wheel drive mode are: the first clutch disengaged and the second clutch engaged; or, when the target switching mode is a series power generation mode, the target opening and closing states corresponding to the series power generation mode are: the first clutch engaged and the second clutch disengaged; or, when the target switching mode is an engine direct drive mode, the target opening and closing states corresponding to the engine direct drive mode are: the first clutch engaged and the second clutch engaged.

[0144] In some embodiments, the switching module 501 is further configured to, when it is determined that the clutch control system meets abnormal conditions and the actual opening / closing state of the second clutch is closed, control the electromagnetic coil to switch to a first working state so that the second clutch cuts off the power transmission between the auxiliary drive motor and the wheel.

[0145] In some embodiments, the prompting module 503 is used to generate corresponding prompt information based on the target switching mode when the actual opening and closing state is inconsistent with the target opening and closing state and the clutch control system meets abnormal conditions.

[0146] In some embodiments, the prompting module 503 is specifically used to generate corresponding prompt information based on the target switching mode, including: generating a first prompt information when the target switching mode is a series power generation mode, the first prompt information indicating that the vehicle's four-wheel drive function is unusable; generating a second prompt information when the target switching mode is a pure electric two-wheel drive mode or a pure electric four-wheel drive mode, the second prompt information indicating that the vehicle can currently only drive in pure electric mode; and generating a third prompt information when the target switching mode is an engine direct drive mode, the third prompt information indicating that the vehicle has switched from engine direct drive mode to pure electric mode.

[0147] In some embodiments, the abnormal conditions satisfied by the clutch control system include at least one of the following: the speed of the shift motor is less than a preset speed threshold, or the rotation angle of the shift drum is not at a preset rotation angle.

[0148] like Figure 6 As shown, the electronic device 600 provided in this application embodiment includes, but is not limited to, a processor 601 and a memory 602.

[0149] The aforementioned memory 602 is used to store the executable instructions of the aforementioned processor 601. It is understood that the aforementioned processor 601 is configured to execute instructions to implement the vehicle battery power testing method in the above embodiment.

[0150] It should be noted that those skilled in the art will understand that Figure 6 The electronic device structure shown does not constitute a limitation on electronic device 600; electronic device may include, but is not limited to, other electronic devices. Figure 6 This may indicate more or fewer components, or combinations of certain components, or different component arrangements.

[0151] Processor 601 is the control center of electronic device 600. It connects various parts of the electronic device via various interfaces and lines. By running or executing software programs and / or modules stored in memory 602, and by calling data stored in memory 602, it performs various functions and processes data of electronic device 600, thereby providing overall monitoring of electronic device 600. Processor 601 may include one or more processing units. Optionally, processor 601 may integrate an application processor and a modem processor. The application processor mainly handles the operating system, user interface, and applications, while the modem processor mainly handles wireless communication. It is understood that the modem processor may not be integrated into processor 601.

[0152] The memory 602 can be used to store software programs and various data. The memory 602 may primarily include a program storage area and a data storage area. The program storage area may store the operating system, application programs required by at least one functional module (such as a determination unit, processing unit, etc.), etc. Furthermore, the memory 602 may include high-speed random access memory, and may also include non-volatile memory, such as at least one disk storage device, flash memory device, or other volatile solid-state storage device.

[0153] In an exemplary embodiment, a computer-readable storage medium including instructions is also provided, such as a memory 602 including instructions, which can be executed by a processor 601 of an electronic device 600 to implement the methods in the above embodiments.

[0154] Optionally, the computer-readable storage medium may be a non-transitory computer-readable storage medium, such as a read-only memory (ROM), random access memory (RAM), CD-ROM, magnetic tape, floppy disk, and optical data storage device.

[0155] In an exemplary embodiment, this application also provides a computer program product including one or more instructions, which can be executed by the processor 601 of the electronic device 600 to perform the methods described above.

[0156] It should be noted that when one or more instructions in the computer-readable storage medium or computer program product are executed by the processor of an electronic device, they implement the various processes of the above method embodiments and achieve the same technical effect as the above method. To avoid repetition, they will not be described again here.

[0157] In an exemplary embodiment, this application also provides a vehicle including a controller. The controller is used to perform the methods described in the above embodiments.

[0158] Through the above description of the embodiments, those skilled in the art can clearly understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. 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.

[0159] In the several embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or 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 apparatus, or some features may be ignored or not executed. Furthermore, the mutual coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0160] The units described as separate components may or may not be physically separate. A component shown as a unit can be one or more physical units; that is, it can be located in one place or distributed in multiple different locations. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0161] 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.

[0162] 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 readable storage medium. Based on this understanding, the technical solutions of the embodiments of this application, essentially, or the parts that contribute to related technologies, or all or part of the technical solutions, can be embodied in the form of a software product. This software product is stored in a storage medium and includes several instructions to cause a device (which may be a microcontroller, chip, etc.) or processor 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, ROM, RAM, magnetic disks, or optical disks.

[0163] The above embodiments are merely preferred embodiments provided to fully illustrate this application, and the scope of protection of this application is not limited thereto. Equivalent substitutions or modifications made by those skilled in the art based on this application are all within the scope of protection of this application.

Claims

1. A hybrid auxiliary drive control method, characterized in that, An application to a vehicle includes: a first clutch, a second clutch, an electromagnetic coil, and a clutch control system; the first clutch is coupled to an auxiliary drive motor and an engine of the vehicle, and is used to disconnect or connect the power transmission between the auxiliary drive motor and the engine; the second clutch is coupled to the auxiliary drive motor and a wheel of the vehicle, and is used to disconnect or connect the power transmission between the auxiliary drive motor and the wheel; the clutch control system is used to control the operating states of the first clutch and the second clutch; the electromagnetic coil is configured to: apply a disengagement force to the second clutch in a first operating state, so that the second clutch disconnects the power transmission between the auxiliary drive motor and the wheel; and remove the disengagement force in a second operating state, so that the clutch control system controls the operating state of the second clutch; The method includes: Based on the actual opening and closing states of the first and second clutches, the electromagnetic coil is controlled to switch between the first operating state and the second operating state.

2. The method according to claim 1, characterized in that, The step of controlling the electromagnetic coil to switch between the first operating state and the second operating state according to the actual opening and closing states of the first clutch and the second clutch includes: Based on the vehicle's operating status and the driver's actual operation, the target opening and closing states of the first and second clutches are determined. When the actual opening and closing state of the first clutch and the second clutch is inconsistent with the target opening and closing state of the first clutch and the second clutch, the electromagnetic coil is controlled to switch between the first working state and the second working state.

3. The method according to claim 2, characterized in that, The control of the electromagnetic coil to switch between the first operating state and the second operating state includes: When the actual open / closed state of the second clutch is closed, the electromagnetic coil is controlled to switch to the first working state so that the working state of the second clutch is open. When the actual open / closed state of the second clutch is the open state, the electromagnetic coil is controlled to be in the second working state.

4. The method according to claim 2, characterized in that, The method further includes: When the actual opening and closing states of the first clutch and the second clutch are consistent with the target opening and closing states of the first clutch and the second clutch, the electromagnetic coil is controlled to be in the second working state so that the clutch control system controls the first clutch and the second clutch.

5. The method according to claim 2, characterized in that, Based on the vehicle's operating status and the driver's actual operation, the target open / closed states of the first and second clutches are determined, including: Based on the vehicle's operating status and the driver's actual operation, the target switching mode of the vehicle is determined; the target switching mode includes at least one of the following: pure electric two-wheel drive mode, pure electric four-wheel drive mode, series generator mode, and engine direct drive mode. The target opening and closing states of the first clutch and the second clutch are determined based on the target switching mode.

6. The method according to claim 5, characterized in that, Determining the target opening / closing state of the first clutch and the second clutch based on the target switching mode includes: When the target switching mode is pure electric two-wheel drive mode, the target opening / closing state corresponding to the pure electric two-wheel drive mode is: the first clutch disengaged state, the second clutch disengaged state; or, When the target switching mode is pure electric four-wheel drive mode, the target opening / closing state corresponding to the pure electric four-wheel drive mode is: the first clutch is disengaged and the second clutch is engaged; or, When the target switching mode is series power generation mode, the target opening and closing state corresponding to the series power generation mode is: the first clutch is closed and the second clutch is open; or, When the target switching mode is engine direct drive mode, the target opening and closing states corresponding to the engine direct drive mode are: the first clutch closed state and the second clutch closed state.

7. The method according to claim 2, characterized in that, The method further includes: When it is determined that the clutch control system meets abnormal conditions and the actual opening / closing state of the second clutch is closed, the electromagnetic coil is controlled to switch to the first working state so that the second clutch cuts off the power transmission between the auxiliary drive motor and the wheel.

8. The method according to claim 2, characterized in that, The method further includes: When the actual opening / closing state is inconsistent with the target opening / closing state, and the clutch control system meets abnormal conditions, a corresponding prompt message is generated based on the target switching mode.

9. The method according to claim 8, characterized in that, The generation of corresponding prompt information based on the target switching mode includes: When the target switching mode is the series power generation mode, a first prompt message is generated, which is used to indicate that the vehicle's four-wheel drive function is unusable. When the target switching mode is pure electric two-wheel drive mode or pure electric four-wheel drive mode, a second prompt message is generated, which is used to indicate that the vehicle can only drive in pure electric mode at present. When the target switching mode is engine direct drive mode, a third prompt message is generated, which indicates that the vehicle has switched from engine direct drive mode to pure electric driving.

10. The method according to claim 7 or 8, characterized in that, The vehicle further includes: a shift motor and a shift hub; the shift hub is provided with a first groove and a second groove; the shift motor is configured to: control the shift hub to rotate to a preset rotation angle, drive the first clutch to axially translate through the first groove to achieve opening and closing switching, and drive the second clutch to axially translate through the second groove to achieve opening and closing switching; The abnormal conditions that the clutch control system meets include at least one of the following: the speed of the shift motor is less than a preset speed threshold, or the rotation angle of the shift drum is not at a preset rotation angle.

11. A vehicle, characterized in that, The vehicle includes a controller for performing the method as described in any one of claims 1-10.

12. A computer-readable storage medium, characterized in that, When the computer-executable instructions stored in the computer-readable storage medium are executed by the processor of the processing device, the processing device is capable of performing the method as described in any one of claims 1-10.

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