Dog clutch separation control method, device, equipment and storage medium

Abstract

This application discloses a method, apparatus, device, and storage medium for controlling the disengagement of a jaw clutch, relating to the field of clutch control technology. The disclosed method includes: when the vehicle exits parallel drive mode, reducing the torque of the engine and acquiring the current output torque of the engine and the current load torque of the driven end; controlling the operation of a first motor based on the current output torque of the engine and the current load torque of the driven end, and acquiring the net transmission torque of the jaw clutch; when the net transmission torque stabilizes within a preset zero-load range for a first preset time period, determining a reverse torque control parameter based on the inclination angle parameter of the unidirectional self-locking tooth surface; and controlling the operation of a second motor based on the reverse torque control parameter to complete the disengagement of the jaw clutch. This solution can improve the smoothness of clutch disengagement while reducing noise, vibration, and tooth surface wear.

Description

Technical Field

[0001] This application relates to the field of clutch control technology, and in particular to a method, apparatus, equipment and storage medium for disengaging a jaw clutch. Background Technology

[0002] A toothed clutch consists of two toothed half-clutches. One half-clutch is fixed on the drive shaft, and the other is connected to the driven shaft via a guide key or spline. Engagement can be achieved by axial movement of the clutch via an operating mechanism.

[0003] Currently, some tooth clutch separation control schemes use a P3 motor (a motor located at the output end of the gearbox) to output alternating reverse torque to break the tooth surface adhesion, which can solve the problem of jamming failure in traditional load separation, but will produce a slight tooth surface collision sound and slight body vibration.

[0004] Therefore, how to achieve a smooth, noiseless, and vibration-free disengagement of the jaw clutch has become a problem to be solved.

[0005] The above content is only used to help understand the technical solution of this application and does not represent an admission that the above content is prior art. Summary of the Invention

[0006] The main objective of this application is to provide a method, apparatus, device, and storage medium for controlling the disengagement of a jaw clutch, aiming to solve the technical problem of how to achieve smooth disengagement of a jaw clutch without noise or vibration.

[0007] To achieve the above objectives, this application proposes a jaw clutch disengagement control method, which is applied to a dual-motor power system. The dual-motor power system includes an engine, a first motor, a jaw clutch, and a second motor. The teeth of the jaw clutch are unidirectional self-locking teeth. The method for controlling the disengagement of the jaw clutch includes: When the vehicle exits the parallel drive mode, the engine torque is reduced, and the current output torque of the engine and the current load torque of the driven end are obtained. The first motor is controlled to operate based on the current output torque of the engine and the current load torque of the driven end, and the net transmission torque of the jaw clutch is obtained. When the transmitted net torque stabilizes within the preset zero-load range within the first preset time period, the reverse torque control parameters are determined based on the inclination angle parameters of the unidirectional self-locking tooth surface. The second motor is controlled based on the reverse torque control parameters to complete the disengagement of the jaw clutch.

[0008] In one embodiment, the step of determining the reverse torque control parameter based on the inclination angle parameter of the unidirectional self-locking tooth surface when the transmitted net torque is stable within a preset zero-load range for a first preset time period includes: When the transmitted net torque stabilizes within the preset zero-load range within the first preset time period, the reverse torque control time and reverse torque are determined according to the inclination angle parameter of the unidirectional self-locking tooth surface. The reverse torque control duration and the reverse torque are determined as reverse torque control parameters.

[0009] In one embodiment, the step of determining the reverse torque control duration and reverse torque based on the inclination angle parameter of the unidirectional self-locking tooth surface when the transmitted net torque is stable within a preset zero-load range for a first preset time period includes: When the transmitted net torque stabilizes within a preset zero-load range within a first preset time period, the inclination angle parameter of the unidirectional self-locking tooth surface is obtained; The theoretical reverse torque value of the target axial disengagement force is determined based on the tilt angle parameter; The theoretical reverse torque requirement value is limited based on the reverse torque output range limit of the second motor to obtain the reverse torque. The corresponding reverse torque control duration is determined based on the reverse torque.

[0010] In one embodiment, the step of controlling the second motor to operate based on the reverse torque control parameters to complete the disengagement of the jaw clutch includes: When the second motor operates under reverse torque control for the duration of reverse torque control, the speed difference between the driving end and the driven end of the jaw clutch is obtained; The jaw clutch is disengaged based on the speed difference.

[0011] In one embodiment, the step of disengaging the jaw clutch based on the speed difference includes: When the speed difference is less than the preset speed, return to the step of controlling the second motor to run based on the reverse torque control parameters and obtaining the speed difference between the driving end and the driven end of the jaw clutch; When the speed difference is greater than or equal to the preset speed, the dog clutch is determined to be disengaged.

[0012] In one embodiment, the step of obtaining the speed difference between the driving and driven ends of the jaw clutch during the reverse torque control duration of the second motor based on the reverse torque control includes: When the second motor operates under reverse torque control for the duration of reverse torque control, the power supply to the electromagnetic coil of the jaw clutch is cut off, so that the jaw clutch disengages from the engagement state based on the elastic force of the return spring and enters the passive disengagement state. The speed difference between the driving end and the driven end of the jaw clutch is obtained in the passively disengaged state.

[0013] In one embodiment, the step of controlling the operation of the first motor based on the current output torque of the engine and the current load torque of the driven end, and obtaining the net transmission torque of the jaw clutch, includes: The target adjustment torque of the driving end is determined based on the difference between the current output torque of the engine and the current load torque of the driven end; The first motor is controlled to operate based on the target torque of the active end, and the torque difference between the active end and the driven end of the jaw clutch is obtained to obtain the net transmission torque.

[0014] Furthermore, to achieve the above objectives, this application also proposes a jaw clutch disengagement control device, which includes: The torque reduction control module is used to reduce the engine torque when the vehicle exits the parallel drive mode, and to obtain the current output torque of the engine and the current load torque of the driven end. The motor compensation module is used to control the operation of the first motor based on the current output torque of the engine and the current load torque of the driven end, and to obtain the net transmission torque of the jaw clutch. The torque control module is used to determine the reverse torque control parameters based on the tilt angle parameters of the unidirectional self-locking tooth surface when the transmitted net torque is stable in the preset zero-load range within a first preset time period. The separation control module is used to control the operation of the second motor based on the reverse torque control parameters to complete the separation of the jaw clutch.

[0015] In addition, to achieve the above objectives, this application also proposes a jaw clutch disengagement control device, the device comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the jaw clutch disengagement control method as described above.

[0016] In addition, to achieve the above objectives, this application also proposes a storage medium, which is a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, it implements the steps of the tooth clutch disengagement control method described above.

[0017] In addition, to achieve the above objectives, this application also provides a computer program product, which includes a computer program that, when executed by a processor, implements the steps of the jaw clutch disengagement control method described above.

[0018] One or more technical solutions proposed in this application have at least the following technical effects: By controlling the engine to reduce torque and collecting key torque data when the vehicle exits parallel drive mode, the power load on the clutch end can be reduced in advance. Based on the torque data, the operation of the first motor is controlled to obtain the net transmission torque, which can accurately adjust the power transmission state of the clutch, reduce the tooth surface locking force, and determine the reverse torque parameter by combining the tooth surface inclination angle after the net transmission torque stabilizes. This allows the reverse torque to be adapted to the mechanical characteristics of the tooth surface, improving the efficiency of adhesion breaking. Based on the parameter control, the operation of the second motor is completed to complete the clutch disengagement, which can reduce torque fluctuations and tooth surface collisions during the disengagement process, improve the smoothness of disengagement, and achieve a smooth disengagement of the jaw clutch without noise or vibration. Attached Figure Description

[0019] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0020] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 This is a flowchart illustrating an embodiment of the tooth clutch disengagement control method of this application. Figure 2 This is a flowchart illustrating Embodiment 2 of the tooth clutch disengagement control method of this application; Figure 3 A simplified flowchart illustrating the jaw clutch disengagement control method provided in Embodiment 2 of this application; Figure 4 This is a schematic diagram of the module structure of the jaw clutch disengagement control device according to an embodiment of this application; Figure 5 This is a schematic diagram of the equipment structure of the hardware operating environment involved in the tooth clutch separation control method in the embodiments of this application.

[0022] The purpose, features, and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0023] It should be understood that the specific embodiments described herein are merely illustrative of the technical solutions of this application and are not intended to limit this application.

[0024] To better understand the technical solution of this application, a detailed description will be provided below in conjunction with the accompanying drawings and specific implementation methods.

[0025] The main solution of this application embodiment is as follows: when the vehicle exits the parallel drive mode, the torque of the engine is reduced, and the current output torque of the engine and the current load torque of the driven end are obtained; the first motor is controlled to operate according to the current output torque of the engine and the current load torque of the driven end, and the net transmission torque of the jaw clutch is obtained; when the net transmission torque is stable in the preset zero-load range within a first preset time period, the reverse torque control parameter is determined according to the inclination angle parameter of the one-way self-locking tooth surface; the second motor is controlled to operate based on the reverse torque control parameter to complete the disengagement of the jaw clutch.

[0026] Currently, some tooth clutch separation control schemes use a P3 motor (a motor located at the output end of the gearbox) to output alternating forward and reverse torque to break the tooth surface adhesion, which can solve the problem of jamming failure in traditional load separation, but will produce a slight tooth surface collision sound and slight body vibration.

[0027] This application provides a solution that, by controlling the engine to reduce torque and collecting key torque data when the vehicle exits parallel drive mode, can reduce the power load on the clutch end in advance. Based on the torque data, the operation of the first motor is controlled to obtain the net transmission torque, which can accurately adjust the power transmission state of the clutch, reduce the tooth surface locking force, and determine the reverse torque parameter by combining the tooth surface inclination angle after the net transmission torque stabilizes. This allows the reverse torque to be adapted to the mechanical characteristics of the tooth surface, improving the efficiency of adhesion breaking. Based on the parameter, the operation of the second motor is controlled to complete the clutch disengagement, which can reduce torque fluctuations and tooth surface collisions during the disengagement process, improve the smoothness of disengagement, and achieve a smooth disengagement of the jaw clutch without noise or vibration.

[0028] It should be noted that the executing entity in this embodiment can be a computing service device with data processing, network communication, and program execution functions, such as a tablet computer, personal computer, or mobile phone, or an electronic device, a jaw clutch disengagement control device, or a vehicle-mounted device capable of performing the above functions. The following description uses a vehicle-mounted device as an example to illustrate this embodiment and the subsequent embodiments.

[0029] Based on this, the embodiments of this application provide a method for controlling the disengagement of a jaw clutch, referring to... Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the tooth clutch disengagement control method of this application.

[0030] In this embodiment, the toothed clutch disengagement control method is applied to a dual-motor power system, which includes an engine, a first motor, a toothed clutch, and a second motor. The toothed clutch has a one-way self-locking tooth surface. The method for controlling the disengagement of the jaw clutch includes steps S10 to S40: Step S10: When the vehicle exits the parallel drive mode, the torque of the engine is reduced, and the current output torque of the engine and the current load torque of the driven end are obtained. It should be noted that the vehicle refers to a hybrid passenger vehicle equipped with a dual-motor powertrain system, which can switch between different driving modes to adapt to driving conditions. The vehicle is equipped with a Vehicle Control Unit (VCU), Generator Control Units (GCUs) for the first and second motors, an Engine Control Unit (ECU), speed sensors, torque sensors, etc. All controllers and sensors exchange signals in real time via a Controller Area Network (CAN) bus.

[0031] Specifically, in the dual-motor powertrain system, the engine is connected to the first motor and positioned at the driving end of the jaw clutch; the second motor is positioned at the driven end of the jaw clutch. The dual-motor powertrain of this application can be a P1+P3 hybrid architecture, specifically a dual-motor hybrid powertrain with a P1+P3 series-parallel powertrain architecture. In the P1+P3 hybrid architecture, the first motor, i.e., the P1 motor, is a generator connected to the engine; the second motor, i.e., the P3 motor, is a drive motor. The vehicle's power modes include series range extender mode, pure electric drive mode, engine direct drive mode, and parallel drive mode. In series range extender mode, the jaw clutch disengages, the engine starts and drives the P1 motor to generate electricity and drive the wheels; in pure electric drive mode, the jaw clutch disengages, the engine shuts off, and the battery pack directly supplies power to the P3 motor to generate electricity and drive the wheels; in engine direct drive mode, the jaw clutch engages, and the engine directly drives the wheels through the clutch; in parallel drive mode, the engine and the P3 motor work simultaneously, and their torques are superimposed to jointly drive the wheels. During the switching between different modes, the engagement and disengagement of the dog clutch and the torque distribution between the engine and the dual motors can be controlled by the vehicle controller.

[0032] Furthermore, the engine, the fundamental power source of the hybrid vehicle, is an internal combustion engine that generates rotational torque through fuel combustion, providing continuous power output in the dual-motor powertrain system. The first motor, a P1 motor mounted on the engine crankshaft and positioned near the engine side of the clutch, can respond to vehicle controller commands by outputting forward or reverse compensation torque to correct the deviation between the engine output torque and the target adjustment torque at the active end. It is the core actuator for active torque adjustment. The jaw clutch is a rigid-engagement electromagnetic clutch within the hybrid transmission. Power transmission between the engine and the second motor is achieved through tooth surface engagement. Its active and driven ends correspond to the power input and output sides, respectively, and the torque difference between the two sides reflects the torque transmission state of the clutch. The second motor, positioned near the transmission side of the clutch, can be a P3 motor. It can output drive torque or stably output a reverse torque with set parameters to break tooth surface adhesion.

[0033] Additionally, parallel drive mode refers to the operating mode in hybrid vehicles where the engine, first motor, and second motor work together to output power and drive the vehicle. In this mode, multiple power sources jointly provide driving power. Torque reduction refers to reducing the engine's output torque value by adjusting the engine's operating parameters to reduce its output power and adapt to the power adjustment requirements of subsequent clutch disengagement. Current engine output torque refers to the actual power torque output by the engine under current operating conditions, which can be obtained in real time through a torque sensor, reflecting the engine's current power output state. Current load torque on the driven end is the resistance torque value that the driven end experiences in real time, determined by factors such as vehicle driving resistance and ground friction.

[0034] It should be understood that when the vehicle triggers the command to exit parallel drive mode, the vehicle controller immediately sends a torque reduction command to the engine controller, controlling the engine to gradually reduce its output torque. Simultaneously, the torque sensors are activated to collect real-time torque data from the engine and real-time load torque data from the driven end of the jaw clutch, completing the acquisition of the corresponding torque data. The command to exit parallel drive mode can be triggered by the driver or automatically by the vehicle's operating strategy.

[0035] Step S20: Control the operation of the first motor according to the current output torque of the engine and the current load torque of the driven end, and obtain the net transmission torque of the jaw clutch; It should be noted that the current output torque of the engine is the real-time rotational force transmitted outward through the crankshaft after the internal combustion engine has done its work. This torque value is dynamically adjusted by the engine controller according to the overall vehicle operating conditions and will change with parameters such as engine speed and fuel injection quantity. The current load torque of the driven end is the resistance torque that the power output end of the jaw clutch near the wheel is subjected to in real time. This torque is determined by factors such as vehicle driving resistance and road friction, reflecting the magnitude of the counter-dragging force of the wheel end on the driven end of the clutch. Additionally, the net transmission torque refers to the actual torque difference transmitted between the driving and driven ends of the jaw clutch. It is the remaining torque value between the meshing teeth of the clutch after the engine, the first motor, and the second motor work together. This value affects the locking state and disengagement difficulty of the clutch teeth.

[0036] Additionally, the driving end is the power input end of the jaw clutch near the engine and the first motor, receiving the combined torque from the engine and the first motor. The magnitude of this torque determines the power level on the clutch input side. The driven end is the power output end of the jaw clutch near the second motor and the wheels, receiving the driving resistance torque transmitted by the wheels.

[0037] It should be understood that the vehicle controller will perform calculations and analysis on the received current output torque of the engine and the current load torque of the driven end, and generate the operation control command of the first motor based on the calculation results. The motor controller controls the first motor to output a corresponding amount of compensation torque, so that the first motor and the engine with reduced torque can work together. At the same time, the torque sensor collects and calculates the torque difference between the two ends of the jaw clutch in real time to obtain the net transmission torque of the jaw clutch.

[0038] In practice, the first motor can be a P1 motor with a torque adjustment range of -50N. m to 50N m, which can work with the engine to cancel out torque; the detection accuracy of the transmitted net torque needs to reach ±0.2N. m, to accurately reflect the power transmission status of the clutch.

[0039] In one feasible implementation, step S20 may include steps S21-S22: Step S21: Determine the target adjustment torque of the driving end based on the difference between the current output torque of the engine and the current load torque of the driven end; It should be noted that the difference between the current output torque of the engine and the current load torque of the driven end refers to the value obtained by subtracting the current output torque of the engine from the current load torque of the driven end. This value can reflect the degree of matching between the engine output torque and the load torque of the driven end.

[0040] Additionally, the target adjustment torque at the active end refers to the predetermined compensation torque value that the first motor needs to output in order to offset the difference between the engine output torque and the driven end load torque, so that the torque at the active end of the clutch is adapted to the zero-load requirement. This value is used to guide the torque adjustment operation of the first motor.

[0041] It should be understood that the vehicle controller first extracts the real-time collected current output torque data of the engine and the current load torque data of the driven end, performs a difference calculation on the two sets of data to obtain the torque difference value, and then, based on this difference and the torque adjustment capability of the first motor, determines the target adjustment torque of the active end that is suitable for the current working condition through calibration calculation, so as to provide the torque target value for the operation control of the first motor.

[0042] Step S22: Control the operation of the first motor based on the target torque of the active end, and obtain the torque difference between the active end and the driven end of the jaw clutch to obtain the net transmission torque.

[0043] It should be noted that the target adjustment torque at the active end is formed by the superposition of the engine output torque and the compensation torque of the first motor. The torque difference is the numerical difference between the real-time torque at the active end and the real-time torque at the driven end of the jaw clutch. It is calculated by collecting torque data from both ends by torque sensors. This difference reflects the degree of torque imbalance on both sides of the clutch and is the basis for determining the zero-load state.

[0044] It should be understood that the vehicle controller sends the determined target adjustment torque of the active end to the first motor controller, which controls the first motor to operate according to the torque value and outputs compensation torque, which works in conjunction with the reduced torque engine to offset the torque difference; at the same time, the high-precision torque sensor is activated to collect the torque data of the active and driven ends of the dog clutch in real time, and the difference between the two sets of torque data is calculated. The obtained torque difference is the net transmission torque of the dog clutch, so as to monitor the power transmission status of the clutch in real time.

[0045] Step S30: When the transmitted net torque is stable within the preset zero-load range within the first preset time period, the reverse torque control parameter is determined according to the inclination angle parameter of the unidirectional self-locking tooth surface. It should be noted that the first preset duration is a pre-set time length used to determine whether the transmitted net torque is stable. This duration is used to verify whether the transmitted net torque is continuously within the target range, so as to avoid misjudgment due to instantaneous fluctuations in torque.

[0046] In addition, the preset zero-load range is a pre-set range of torque values ​​used to determine that the jaw clutch has no effective power transmission. Within this range, there is no obvious squeezing or locking force on the clutch meshing tooth surface, providing mechanical conditions for subsequent disengagement.

[0047] Additionally, a one-way self-locking tooth surface refers to a jaw clutch with a tooth surface designed with a specific small inclination angle (such as 3.5°~5°). When subjected to positive torque (power transmission direction), this inclination surface generates an axial component force, tightly pressing the two half-clutches together to form a self-lock and prevent accidental disengagement; while when subjected to reverse torque, the inclination surface generates a reverse axial component force, which helps to push the two half-clutches apart.

[0048] Additionally, the tilt angle parameter refers to the angle between the one-way self-locking tooth surface and the clutch axis. This parameter determines the efficiency of converting reverse torque into axial disengagement force, affecting the tooth surface disengagement effect. Reverse torque control parameters refer to relevant data used to control the reverse torque output of the second motor, including the reverse torque value range and torque holding time, used to control the reverse power output of the second motor.

[0049] It should be understood that the vehicle controller will continuously monitor the changes in the value of the transmitted net torque, and time and count the duration of the transmitted net torque in the preset zero-load range. When the duration reaches the first preset duration and the transmitted net torque is always stable in the preset zero-load range, the tilt angle parameter of the unidirectional self-locking tooth surface is extracted. Combined with the mechanical transmission law corresponding to the parameter, the reverse torque control parameter adapted to the current tooth surface structure is determined through calibration calculation.

[0050] In one feasible implementation, step S30 may include steps S31-S32: Step S31: When the transmitted net torque is stable within the preset zero-load range within the first preset time period, the reverse torque control time and reverse torque are determined according to the inclination angle parameter of the unidirectional self-locking tooth surface. It should be noted that the reverse torque control duration refers to the duration for which the second motor outputs reverse torque. This duration must match the action time required to break the tooth surface adhesion. If the duration is too short, the adhesion may not be broken, and if the duration is too long, it will increase energy consumption or cause the tooth surface to adhere in reverse.

[0051] Additionally, reverse torque refers to the torque output by the second motor that is opposite to the normal power transmission direction of the clutch. This torque acts on the one-way self-locking tooth surface and can be converted into an axial disengagement force to break the oil film adhesion and mechanical bonding between the tooth surfaces.

[0052] It should be understood that the vehicle controller continuously monitors the changes in the value of the transmitted net torque and counts the duration of the transmitted net torque in the preset zero-load range. When the duration reaches the first preset duration and the transmitted net torque remains stable in the preset zero-load range, the tilt angle parameter of the unidirectional self-locking tooth surface is retrieved. Combined with the mechanical transformation law corresponding to the parameter, the reverse torque control duration and reverse torque value adapted to the current tooth surface structure are determined through calibration calculation, providing specific data basis for the subsequent operation of the second motor.

[0053] In practice, the first preset duration can be 10ms, and the preset zero-load interval can be -2N. m~2N The inclination angle parameter of the unidirectional self-locking tooth surface ranges from 3.5° to 5°, preferably 4°, corresponding to a reverse torque control duration range of 50 to 80 ms, and a reverse torque value range of -2 to -5 N. m.

[0054] In one feasible implementation, step S31 may include steps S311 to S314: Step S311: When the transmitted net torque stabilizes within a preset zero-load range within a first preset time period, obtain the inclination angle parameter of the unidirectional self-locking tooth surface; It should be understood that the vehicle controller continuously monitors the changes in the value of the transmitted net torque and counts the duration of the transmitted net torque within the preset zero-load range. When the duration reaches the first preset duration and the transmitted net torque remains stable within the preset zero-load range, the controller retrieves the stored unidirectional self-locking tooth surface structure data, extracts the corresponding tilt angle parameters from it, and completes the tilt angle parameter acquisition operation to provide basic data for the subsequent calculation of theoretical torque values.

[0055] Step S312: Determine the theoretical reverse torque value of the target axial disengagement force based on the tilt angle parameter; It should be noted that the target axial disengagement force refers to the axial force required to break the oil film adhesion and mechanical bonding between the one-way self-locking tooth surfaces of the jaw clutch. This force needs to be adapted to the tooth surface structure characteristics to ensure the adhesion breaking effect without damaging the tooth surface.

[0056] In addition, the theoretical reverse torque value refers to the theoretical value of the reverse torque required to generate the target axial disengagement force, calculated based on the mechanical transformation law corresponding to the unidirectional self-locking tooth surface inclination angle parameter, without considering the actual output capacity of the motor and other limiting conditions.

[0057] It should be understood that the vehicle controller receives the tilt angle parameters and, in conjunction with the mechanical correspondence between the tilt angle of the unidirectional self-locking tooth surface and the torque and axial force, calculates the theoretical reverse torque value that can generate the target axial disengagement force through calibration calculation.

[0058] Step S313: Limit the theoretical reverse torque demand value according to the reverse torque output range limit of the second motor to obtain the reverse torque; It should be noted that the reverse torque output range limit refers to the upper and lower boundaries of the value of the second motor that can stably output reverse torque. This limit is determined by the motor hardware performance and control capability. Exceeding the limit will cause abnormal motor operation or unstable torque output.

[0059] Additionally, the limiting operation refers to the calculation operation that restricts the calculated theoretical reverse torque value to the range limit of the reverse torque output of the second motor. This operation can prevent the theoretical value from exceeding the actual output capacity of the motor and ensure the feasibility and stability of the torque output.

[0060] It should be understood that the vehicle controller retrieves the preset reverse torque output range limit of the second motor, compares the calculated theoretical reverse torque value with the limit, and adopts the theoretical value if it is within the limit range. If it exceeds the limit, it is corrected according to the limit boundary. After the amplitude limiting process is completed, the final reverse torque value is obtained, so that the reverse torque matches the actual output capability of the motor.

[0061] Step S314: Determine the corresponding reverse torque control duration based on the reverse torque.

[0062] It should be understood that the vehicle controller, based on the determined reverse torque value and the corresponding relationship between tooth surface adhesion resistance and torque efficiency, determines the reverse torque control duration that is suitable for the reverse torque through calibration data matching, so that the duration is adapted to the torque magnitude, ensuring the adhesion breaking effect while reducing abnormal situations.

[0063] In practical implementation, when the reverse torque is -3N When m is constant, the duration of the reverse torque control determined by the matching can be 60ms.

[0064] Step S32: Determine the reverse torque control duration and the reverse torque as reverse torque control parameters.

[0065] It should be understood that the vehicle controller integrates the determined reverse torque control duration with the reverse torque, classifies them into a unified category and defines them as reverse torque control parameters, and completes the parameter organization and confirmation operation.

[0066] In this embodiment, by determining the reverse torque control duration and reverse torque in conjunction with the tooth surface inclination angle parameter after the net torque transmission is stabilized, the two data can be accurately matched with the mechanical characteristics of the unidirectional self-locking tooth surface, improving the targeting of adhesion breaking. Integrating the determined duration and torque into reverse torque control parameters can simplify the subsequent control command issuance process, reduce parameter call errors, ensure the rationality and stability of the reverse torque output of the second motor, and reduce abnormal situations during the separation process.

[0067] Step S40: Control the second motor to operate based on the reverse torque control parameters to complete the disengagement of the jaw clutch.

[0068] It should be understood that the vehicle controller sends the determined reverse torque control parameters to the second motor controller, which controls the second motor to output a corresponding magnitude of unidirectional reverse torque according to the parameter settings and maintain it for a specified duration. This reverse torque acts on the unidirectional self-locking tooth surface, converting it into an axial disengagement force to break the oil film adhesion and mechanical bonding between the tooth surfaces. Then, the power supply to the electromagnetic component of the jaw clutch is cut off, and the clutch completes the tooth surface disengagement under the action of the elastic component, realizing the smooth separation of the jaw clutch. At the same time, the separation status can be verified by the speed monitoring component. If the separation is not completed, the reverse torque output operation is repeated.

[0069] This embodiment provides a method for controlling the disengagement of a jaw clutch. By controlling the engine to reduce torque and collecting key torque data when the vehicle exits parallel drive mode, the power load on the clutch end can be reduced in advance. Based on the torque data, the operation of the first motor is controlled to obtain the net transmission torque, which can accurately adjust the power transmission state of the clutch and reduce the tooth surface locking force. After the net transmission torque stabilizes, the reverse torque parameter is determined by combining the tooth surface inclination angle, which can make the reverse torque adapt to the mechanical characteristics of the tooth surface and improve the efficiency of adhesion breaking. Based on the parameter, the operation of the second motor is controlled to complete the clutch disengagement, which can reduce torque fluctuation and tooth surface collision during the disengagement process, improve the disengagement smoothness, and achieve a smooth disengagement of the jaw clutch without noise or vibration.

[0070] Based on the first embodiment of this application, in the second embodiment of this application, the content that is the same as or similar to that in the first embodiment described above can be referred to the above description, and will not be repeated hereafter. Based on this, please refer to... Figure 2 Step S40 may include steps S41 to S42: Step S41: When the second motor operates under reverse torque control for a certain duration based on reverse torque control, the speed difference between the driving end and the driven end of the jaw clutch is obtained. It should be noted that the speed difference refers to the numerical difference between the speed of the driving end and the speed of the driven end of the jaw clutch. This difference reflects the degree of separation of the clutch teeth.

[0071] It should be understood that after the vehicle controller issues the reverse torque command, it controls the second motor to run continuously for the set reverse torque control duration according to the determined reverse torque value. During this operation, the speed sensor is activated to collect the speed data of the active end and the driven end of the jaw clutch in real time, and the difference between the two sets of speed data is calculated to obtain the speed difference between the active end and the driven end.

[0072] In one feasible implementation, step S41 may include steps S411 to S412: Step S411: When the second motor operates under reverse torque control for a certain duration based on reverse torque control, the power supply to the electromagnetic coil of the jaw clutch is cut off, so that the jaw clutch disengages from the engagement state based on the elastic force of the return spring and enters the passive disengagement state. It should be noted that the electromagnetic coil refers to the coil component in the jaw clutch used to generate electromagnetic attraction. When energized, it generates magnetic force to keep the clutch teeth engaged. When de-energized, the magnetic force disappears, providing the conditions for the clutch to disengage.

[0073] In addition, the return spring refers to the elastic component installed inside the tooth clutch, which has the characteristics of elastic deformation and recovery. It can release elastic force after the electromagnetic coil is de-energized, push the clutch component to reset, and help the tooth surface disengage.

[0074] Additionally, the elastic force refers to the force generated when the return spring returns to its original shape after deformation. This force is directed along the clutch axis and can push the meshing tooth surfaces to disengage from each other. It is the main force for achieving physical separation of the clutch.

[0075] Additionally, the meshing state refers to the state in which the toothed surfaces of the driving and driven ends of the clutch mesh with each other. In this state, the engine and the second motor can transmit power normally, and there is a mutual contact force between the toothed surfaces.

[0076] Additionally, the passive separation state refers to the transitional state in which the teeth of the jaw clutch begin to disengage but are not yet fully separated under the action of the return spring's elastic force when the electromagnetic coil is de-energized. In this state, the clutch no longer transmits power, and a speed difference can be generated between the two ends.

[0077] It should be understood that during the process of controlling the second motor to run according to the reverse torque parameters for the set reverse torque control duration, the vehicle controller simultaneously sends a power-off command to the power supply component of the jaw clutch, cutting off the power supply circuit of the electromagnetic coil, so that the magnetic force generated by the electromagnetic coil disappears. At this time, the jaw clutch is no longer constrained by magnetic force, and relies on the elastic force released by the internal return spring to push the tooth surface to move, so that the originally meshed tooth surface gradually disengages, and the clutch enters a passive disengagement state, providing a state basis for the subsequent acquisition of speed difference.

[0078] Step S412: Obtain the speed difference between the driving end and the driven end of the jaw clutch in the passively separated state.

[0079] It should be understood that when the jaw clutch enters the passive disengagement state, the vehicle controller activates the Hall effect speed sensor to collect the rotational speed data of the clutch driving end and the driven end in real time, respectively, and performs difference calculation on the two sets of real-time speed data to obtain the speed difference between the driving end and the driven end.

[0080] Step S42: Disengage the jaw clutch according to the speed difference.

[0081] It should be understood that the vehicle controller compares the acquired speed difference with the preset separation judgment threshold. If the speed difference reaches or exceeds the threshold, it is determined that the clutch teeth have completely disengaged. At this time, maintaining the current state can complete the separation. If the speed difference does not reach the threshold, it is determined that the separation is not completed. The second motor will be triggered again to output reverse torque to try to break the tooth adhesion again until the speed difference meets the threshold requirement, and finally the separation of the jaw clutch is completed.

[0082] In one feasible implementation, step S42 may include steps S421-S422: Step S421: When the speed difference is less than the preset speed, return to the step of controlling the second motor to run based on the reverse torque control parameters and obtaining the speed difference between the driving end and the driven end of the jaw clutch; It should be noted that the preset speed is a pre-set threshold value for the speed difference used to determine whether the jaw clutch has completed disengagement. This threshold value is determined based on the clutch structure parameters, the detection accuracy of the speed sensor, and the actual disengagement conditions, providing a unified standard for determining the disengagement result.

[0083] It should be understood that the vehicle controller will compare the real-time speed difference between the active and driven ends with the preset speed threshold. When the speed difference is less than the preset speed, it is determined that the teeth of the current jaw clutch have not completely disengaged and the separation operation has failed. At this time, the control process does not terminate, but jumps back to the operation link of controlling the second motor based on the reverse torque control parameters, re-executes the reverse torque output, and collects the speed difference between the active and driven ends again, entering a new round of separation attempt and status monitoring cycle.

[0084] In practice, the preset speed can be 100 rpm. When the speed difference is less than 100 rpm, it is determined that the separation is not completed. The vehicle controller returns to the reverse torque control process, re-instructs the second motor to output the corresponding reverse torque and continues to set the duration. At the same time, it continues to collect the speeds at both ends and calculate the speed difference.

[0085] Step S422: When the speed difference is greater than or equal to the preset speed, it is determined that the jaw clutch has been disengaged.

[0086] It should be understood that the vehicle controller continuously compares the real-time speed difference with the preset speed threshold. When the speed difference is greater than or equal to the preset speed, it is determined that the meshing teeth of the jaw clutch have completely disengaged and the separation operation has reached the preset standard. At this time, the jaw clutch separation is confirmed to be complete, the clutch separation control process ends, and the vehicle can switch to the target drive mode.

[0087] In practical implementation, assuming the preset speed is 100 rpm, when the speed difference reaches or exceeds 100 rpm, it is determined that the one-way self-locking jaw electromagnetic clutch has been disengaged and the control process terminates.

[0088] This embodiment provides a tooth clutch disengagement control method. By acquiring the speed difference between the two ends of the clutch in real time during the reverse torque output of the second motor, the tooth surface disengagement progress can be determined. The disengagement result is judged based on the speed difference and a retry operation is triggered, which can reduce the number of disengagement failures, improve the reliability of clutch disengagement, and ensure the controllability of the disengagement process, thus meeting the smoothness requirements of power decoupling in hybrid vehicles.

[0089] For example, to help understand the implementation flow of the jaw clutch disengagement control method obtained in this embodiment combined with the above embodiment one, please refer to... Figure 3 , Figure 3 A simplified flowchart of a method for controlling the disengagement of a jaw clutch is provided, specifically: Upon receiving the parallel drive disengagement command, i.e., when the vehicle exits parallel drive mode, the VCU sends a torque coordination command to cause the engine ECU and GCU to perform torque cancellation operations; then, it determines whether the net torque transmitted by the clutch is within ±2N. Within m, that is, whether the absolute value of the net torque transmitted by the clutch is less than or equal to 2N. If the torque exceeds 2 N, readjust it to the zero-load range; if it is less than or equal to 2 N, adjust it accordingly. m then delays for 10ms to stabilize at zero load; afterwards, P3 is instructed to output -2 to -5N. Within the m-range, the corresponding reverse torque is applied for a duration of 50~80ms. After the corresponding duration is reached, the power supply to the clutch solenoid coil is cut off, allowing the clutch to disengage without oscillation under the action of the return spring. Then, it is determined whether the speed difference between the clutch driving end and the driven end is ≥100rpm. If the speed difference does not reach this standard, the operation of reverse torque output of P3 motor is re-executed. If the speed difference reaches or exceeds 100rpm, the clutch disengagement is determined to be complete, and the process ends.

[0090] It should be noted that the above examples are only for understanding this application and do not constitute a limitation on the tooth clutch separation control method of this application. Any simple modifications based on this technical concept are within the protection scope of this application.

[0091] This application also provides a jaw clutch disengagement control device, please refer to... Figure 4 The jaw clutch disengagement control device includes: Torque reduction control 10 is used to reduce engine torque when the vehicle exits parallel drive mode, and to obtain the current output torque of the engine and the current load torque of the driven end. The motor compensation module 20 is used to control the operation of the first motor according to the current output torque of the engine and the current load torque of the driven end, and to obtain the net transmission torque of the jaw clutch. The torque control module 30 is used to determine the reverse torque control parameters based on the tilt angle parameters of the unidirectional self-locking tooth surface when the transmitted net torque is stable in the preset zero-load range within the first preset time period. The separation control module 40 is used to control the operation of the second motor based on the reverse torque control parameters to complete the separation of the jaw clutch.

[0092] In one embodiment, the torque control module 30 is further configured to determine the reverse torque control duration and reverse torque based on the tilt angle parameter of the unidirectional self-locking tooth surface when the transmitted net torque is stable in the preset zero-load range within a first preset duration. The reverse torque control duration and the reverse torque are determined as reverse torque control parameters.

[0093] In one embodiment, the torque control module 30 is further configured to acquire the tilt angle parameter of the unidirectional self-locking tooth surface when the transmitted net torque is stable within a preset zero-load range for a first preset time period. The theoretical reverse torque value of the target axial disengagement force is determined based on the tilt angle parameter; The theoretical reverse torque requirement value is limited based on the reverse torque output range limit of the second motor to obtain the reverse torque. The corresponding reverse torque control duration is determined based on the reverse torque.

[0094] In one embodiment, the separation control module 40 is further configured to acquire the speed difference between the driving end and the driven end of the jaw clutch when the second motor operates under reverse torque control based on the reverse torque control duration; The jaw clutch is disengaged based on the speed difference.

[0095] In one embodiment, the separation control module 40 is further configured to return to the step of controlling the second motor to run based on the reverse torque control parameters and obtaining the speed difference between the driving end and the driven end of the jaw clutch when the speed difference is less than the preset speed; When the speed difference is greater than or equal to the preset speed, the dog clutch is determined to be disengaged.

[0096] In one embodiment, the separation control module 40 is further configured to cut off the electromagnetic coil power supply of the jaw clutch when the second motor operates under reverse torque control for a reverse torque control duration, so that the jaw clutch disengages from the engagement state based on the elastic force of the return spring and enters a passive separation state. The speed difference between the driving end and the driven end of the jaw clutch is obtained in the passively disengaged state.

[0097] In one embodiment, the motor compensation module 20 is further configured to determine the target adjustment torque of the driving end based on the difference between the current output torque of the engine and the current load torque of the driven end; The first motor is controlled to operate based on the target torque of the active end, and the torque difference between the active end and the driven end of the jaw clutch is obtained to obtain the net transmission torque.

[0098] The jaw clutch disengagement control device provided in this application, employing the jaw clutch disengagement control method in the above embodiments, can solve the technical problem of how to achieve smooth, noiseless, and vibration-free disengagement of the jaw clutch. Compared with the prior art, the beneficial effects of the jaw clutch disengagement control device provided in this application are the same as those of the jaw clutch disengagement control method provided in the above embodiments, and other technical features in the jaw clutch disengagement control device are the same as those disclosed in the methods of the above embodiments, and will not be repeated here.

[0099] This application provides a jaw clutch disengagement control device, which includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, which are executed by the at least one processor to enable the at least one processor to perform the jaw clutch disengagement control method in Embodiment 1 above.

[0100] The following is for reference. Figure 5 The diagram illustrates a structural schematic suitable for implementing the jaw clutch disengagement control device in the embodiments of this application. The jaw clutch disengagement control device in the embodiments of this application may include, but is not limited to, mobile terminals such as mobile phones, laptops, digital radio receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Description), PMPs (Portable Media Players), in-vehicle terminals (e.g., in-vehicle navigation terminals), and fixed terminals such as digital TVs and desktop computers. Figure 5 The illustrated jaw clutch disengagement control device is merely an example and should not impose any limitation on the functionality and scope of use of the embodiments of this application.

[0101] like Figure 5As shown, the jaw clutch disengagement control device may include a processing unit 1001 (e.g., a central processing unit, a graphics processing unit, etc.), which can perform various appropriate actions and processes according to a program stored in ROM (Read Only Memory) 1002 or a program loaded from storage device 1003 into RAM (Random Access Memory) 1004. RAM 1004 also stores various programs and data required for the operation of the jaw clutch disengagement control device. The processing unit 1001, ROM 1002, and RAM 1004 are interconnected via bus 1005. Input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to I / O interface 1006: input devices 1007 including, for example, touch screens, touchpads, keyboards, mice, image sensors, microphones, accelerometers, gyroscopes, etc.; output devices 1008 including, for example, LCDs (Liquid Crystal Displays), speakers, vibrators, etc.; storage devices 1003 including, for example, magnetic tapes, hard disks, etc.; and communication devices 1009. Communication device 1009 allows the jaw clutch disengagement control device to communicate wirelessly or wiredly with other devices to exchange data. Although the figure shows jaw clutch disengagement control devices with various systems, it should be understood that implementation or possession of all the systems shown is not required. More or fewer systems may be implemented alternatively.

[0102] Specifically, according to the embodiments disclosed in this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments disclosed in this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device, or installed from storage device 1003, or installed from ROM 1002. When the computer program is executed by processing device 1001, it performs the functions defined in the methods of the embodiments disclosed in this application.

[0103] The jaw clutch disengagement control device provided in this application, employing the jaw clutch disengagement control method in the above embodiments, can solve the technical problem of how to achieve smooth disengagement of the jaw clutch without noise or vibration. Compared with the prior art, the beneficial effects of the jaw clutch disengagement control device provided in this application are the same as those of the jaw clutch disengagement control method provided in the above embodiments, and other technical features in this jaw clutch disengagement control device are the same as those disclosed in the previous embodiment method, and will not be repeated here.

[0104] It should be understood that the various parts disclosed in this application can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics can be combined in any suitable manner in one or more embodiments or examples.

[0105] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0106] This application provides a computer-readable storage medium having computer-readable program instructions (i.e., a computer program) stored thereon, the computer-readable program instructions being used to execute the jaw clutch disengagement control method in the above embodiments.

[0107] The computer-readable storage medium provided in this application may be, for example, a USB flash drive, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, RAM (Random Access Memory), ROM (Read Only Memory), EPROM (Erasable Programmable Read Only Memory), or flash memory, optical fiber, CD-ROM (CD-Read Only Memory), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, system, or device. The program code contained on the computer-readable storage medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.

[0108] The aforementioned computer-readable storage medium may be included in the jaw clutch disengagement control device; or it may exist independently and not assembled into the jaw clutch disengagement control device.

[0109] The aforementioned computer-readable storage medium carries one or more programs. When these programs are executed by the jaw clutch disengagement control device, the jaw clutch disengagement control device causes the following actions: when the vehicle exits the parallel drive mode, it reduces the torque of the engine and obtains the current output torque of the engine and the current load torque of the driven end; it controls the operation of the first motor based on the current output torque of the engine and the current load torque of the driven end, and obtains the net transmission torque of the jaw clutch; when the net transmission torque stabilizes within a preset zero-load range within a first preset time period, it determines the reverse torque control parameters based on the inclination angle parameters of the unidirectional self-locking tooth surface; and it controls the operation of the second motor based on the reverse torque control parameters to complete the jaw clutch disengagement.

[0110] Computer program code for performing the operations of this application can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, as well as conventional procedural programming languages ​​such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including LAN (Local Area Network) or WAN (Wide Area Network)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0111] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0112] The modules described in the embodiments of this application can be implemented in software or hardware. The names of the modules do not necessarily limit the functionality of the unit itself.

[0113] The readable storage medium provided in this application is a computer-readable storage medium that stores computer-readable program instructions (i.e., a computer program) for executing the above-described jaw clutch disengagement control method, which can solve the technical problem of how to achieve smooth disengagement of the jaw clutch without noise or vibration. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in this application are the same as the beneficial effects of the jaw clutch disengagement control method provided in the above embodiments, and will not be repeated here.

[0114] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the above-described jaw clutch disengagement control method.

[0115] The computer program product provided in this application can solve the technical problem of how to achieve smooth, noiseless, and vibration-free disengagement of a jaw clutch. Compared with the prior art, the beneficial effects of the computer program product provided in this application are the same as those of the jaw clutch disengagement control method provided in the above embodiments, and will not be repeated here.

[0116] The above description is only a part of the embodiments of this application and does not limit the patent scope of this application. All equivalent structural transformations made under the technical concept of this application and using the content of this application specification and drawings, or / indirect applications in other related technical fields are included in the patent protection scope of this application.

Claims

1. A dog clutch disengagement control method characterized by, The described jaw clutch disengagement control method is applied to a dual-motor power system, which includes an engine, a first motor, a jaw clutch, and a second motor. The teeth of the jaw clutch are unidirectional self-locking teeth. The method for controlling the disengagement of the jaw clutch includes: When the vehicle exits the parallel drive mode, the engine torque is reduced, and the current output torque of the engine and the current load torque of the driven end are obtained. The first motor is controlled to operate based on the current output torque of the engine and the current load torque of the driven end, and the net transmission torque of the jaw clutch is obtained. When the transmitted net torque stabilizes within the preset zero-load range within the first preset time period, the reverse torque control parameters are determined based on the inclination angle parameters of the unidirectional self-locking tooth surface. The second motor is controlled based on the reverse torque control parameters to complete the disengagement of the jaw clutch.

2. The method of claim 1, wherein, The step of determining the reverse torque control parameter based on the inclination angle parameter of the unidirectional self-locking tooth surface when the transmitted net torque is stable within a preset zero-load range during a first preset time period includes: When the transmitted net torque stabilizes within the preset zero-load range within the first preset time period, the reverse torque control time and reverse torque are determined according to the inclination angle parameter of the unidirectional self-locking tooth surface. The reverse torque control duration and the reverse torque are determined as reverse torque control parameters.

3. The method of claim 2, wherein, The step of determining the reverse torque control duration and reverse torque based on the tilt angle parameter of the unidirectional self-locking tooth surface when the transmitted net torque stabilizes within a preset zero-load range during a first preset time period includes: When the transmitted net torque stabilizes within a preset zero-load range within a first preset time period, the inclination angle parameter of the unidirectional self-locking tooth surface is obtained; The theoretical reverse torque value of the target axial disengagement force is determined based on the tilt angle parameter; The theoretical reverse torque requirement value is limited based on the reverse torque output range limit of the second motor to obtain the reverse torque. The corresponding reverse torque control duration is determined based on the reverse torque.

4. The method of claim 1, wherein, The step of controlling the second motor to operate based on the reverse torque control parameters to complete the disengagement of the jaw clutch includes: When the second motor operates under reverse torque control for the duration of reverse torque control, the speed difference between the driving end and the driven end of the jaw clutch is obtained; The jaw clutch is disengaged based on the speed difference.

5. The method of claim 4, wherein, The step of disengaging the jaw clutch based on the speed difference includes: When the speed difference is less than the preset speed, return to the step of controlling the second motor to run based on the reverse torque control parameters and obtaining the speed difference between the driving end and the driven end of the jaw clutch; When the speed difference is greater than or equal to the preset speed, the dog clutch is determined to be disengaged.

6. The method as described in claim 4, characterized in that, The step of obtaining the speed difference between the driving and driven ends of the jaw clutch when the second motor operates under reverse torque control based on the reverse torque control duration includes: When the second motor operates under reverse torque control for the duration of reverse torque control, the power supply to the electromagnetic coil of the jaw clutch is cut off, so that the jaw clutch disengages from the engagement state based on the elastic force of the return spring and enters the passive disengagement state. The speed difference between the driving end and the driven end of the jaw clutch is obtained in the passively disengaged state.

7. The method according to any one of claims 1 to 6, characterized in that, The step of controlling the operation of the first motor based on the current output torque of the engine and the current load torque of the driven end, and obtaining the net transmission torque of the jaw clutch, includes: The target adjustment torque of the driving end is determined based on the difference between the current output torque of the engine and the current load torque of the driven end; The first motor is controlled to operate based on the target torque of the active end, and the torque difference between the active end and the driven end of the jaw clutch is obtained to obtain the net transmission torque.

8. A jaw clutch disengagement control device, characterized in that, The device includes: The torque reduction control module is used to reduce the engine torque when the vehicle exits the parallel drive mode, and to obtain the current output torque of the engine and the current load torque of the driven end. The motor compensation module is used to control the operation of the first motor based on the current output torque of the engine and the current load torque of the driven end, and to obtain the net transmission torque of the jaw clutch. The torque control module is used to determine the reverse torque control parameters based on the tilt angle parameters of the unidirectional self-locking tooth surface when the transmitted net torque is stable in the preset zero-load range within a first preset time period. The separation control module is used to control the operation of the second motor based on the reverse torque control parameters to complete the separation of the jaw clutch.

9. A jaw clutch disengagement control device, characterized in that, The device includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the tooth clutch disengagement control method as described in any one of claims 1 to 7.

10. A storage medium, characterized in that, The storage medium is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, it implements the steps of the tooth clutch disengagement control method as described in any one of claims 1 to 7.

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