Control method, device and vehicle for disconnecting mechanism

Abstract

The application provides a control method and device of a disconnect mechanism and a vehicle. The method is applied to the vehicle and includes the following steps: in response to a disconnect instruction of the disconnect mechanism, current rotating speed information and current acceleration information of a driving motor are acquired; based on the current rotating speed information and the current acceleration information, a motor torque average value is determined, and a temperature compensation coefficient is determined according to current working temperature information of the disconnect mechanism; a torque compensation value is obtained based on the motor torque average value and the temperature compensation coefficient, a friction compensation torque is determined based on the torque compensation value, the driving motor is controlled to output the friction compensation torque, and the disconnect mechanism is disconnected. The method can reflect the actual working condition load in combination with the rotating speed and the acceleration, and can compensate in the temperature dimension, adapt to the friction force change at different temperatures, accurately output the friction compensation torque, offset the friction resistance caused by the working condition and the temperature, reduce the risk of the disconnect mechanism being stuck, and improve the reliability and success rate of the disconnect action.

Description

Technical Field

[0001] This application relates to the field of vehicles, and more specifically, to a control method, apparatus, and vehicle for a disconnection mechanism in the field of disconnection mechanisms. Background Technology

[0002] In related technologies, the motor temperature of the auxiliary motor can be detected by the motor control unit; when the disconnecting mechanism switches from the disconnected state to the engaged state, the disconnecting mechanism control unit detects whether the disconnecting mechanism has successfully engaged; when the motor temperature is lower than a first preset temperature threshold and the disconnecting mechanism has not successfully engaged, the disconnecting mechanism control unit obtains the current state of the disconnecting mechanism, determines the target heating strategy and the target control unit based on the current state, and the target control unit heats the auxiliary motor according to the target heating strategy; when the motor temperature is higher than a second preset temperature threshold, the target control unit stops heating. It can also de-energize the solenoid connected to the dog-tooth clutch, initiating the dog-tooth clutch disengagement; during clutch disengagement, when the return spring applies a first force to the first toothed interface in a first direction away from the second toothed interface, the solenoid is briefly re-energized, applying a second force to the first toothed interface in a second direction opposite to the first direction.

[0003] However, in related technologies, under specific working conditions such as low temperature and high drag torque, large force on the tooth surface during long-distance climbing, and excessive friction caused by component discrete deviations, the friction of the canine teeth increases. The electromagnetic force cannot overcome the combined force of the spring force and the friction of the canine teeth, which can easily cause the disconnection mechanism to jam and lead to disconnection failure. Improvement is urgently needed. Summary of the Invention

[0004] This application provides a control method, device, and vehicle for a disconnection mechanism. The method can combine rotational speed and acceleration to reflect the actual working load, and introduce a temperature dimension for compensation. It can adapt to the changes in friction force under different temperatures, accurately output friction compensation torque, counteract the frictional resistance caused by working conditions and temperature, reduce the risk of disconnection mechanism jamming, and improve the reliability and success rate of disconnection action.

[0005] In a first aspect, a control method for a vehicle disconnection mechanism is provided, comprising the following steps: in response to a disconnection command from the disconnection mechanism, acquiring current speed information and current acceleration information of a drive motor; determining the average motor torque of the drive motor based on the current speed information and the current acceleration information, and determining a corresponding temperature compensation coefficient based on the current operating temperature information of the disconnection mechanism; obtaining a torque compensation value based on the average motor torque and the temperature compensation coefficient, and determining a friction compensation torque of the drive motor based on the torque compensation value, and controlling the drive motor to output the friction compensation torque to control the disconnection mechanism to disconnect.

[0006] By the technical solution, the motor torque average value can be calculated according to the current speed information and the current acceleration information of the driving motor based on the disconnection instruction of the disconnection mechanism, and the temperature compensation coefficient can be determined in combination with the current working temperature of the disconnection mechanism, and then the torque compensation value is obtained from the motor torque average value and the temperature compensation coefficient, and the friction compensation torque is determined and the driving motor outputs the friction compensation torque to realize the disconnection of the disconnection mechanism. The actual working condition load can be reflected in combination with the speed and acceleration, and the temperature dimension is introduced for compensation, which can adapt to the change of friction force at different temperatures, accurately output the friction compensation torque, offset the friction resistance caused by the working condition and temperature, reduce the risk of jamming of the disconnection mechanism, and improve the reliability and success rate of the disconnection action.

[0007] In combination with the first aspect, in some possible implementation manners, the motor torque average value of the driving motor is determined based on the current speed information and the current acceleration information, including: determining a starting historical time and a terminal historical time of the driving motor based on historical disconnection instructions of the disconnection mechanism; determining historical speed information and historical acceleration information of the driving motor based on the starting historical time and the terminal historical time; and determining the motor torque average value based on the historical speed information, the historical acceleration information, the current speed information and the current acceleration information.

[0008] By the technical solution, the motor torque average value can be calculated according to the current speed information and the current acceleration information of the driving motor based on the disconnection instruction of the disconnection mechanism, and the temperature compensation coefficient can be determined in combination with the current working temperature of the disconnection mechanism, and then the torque compensation value is obtained from the motor torque average value and the temperature compensation coefficient, and the friction compensation torque is determined and the driving motor outputs the friction compensation torque to realize the disconnection of the disconnection mechanism. The actual working condition load can be reflected in combination with the speed and acceleration, and the temperature dimension is introduced for compensation, which can adapt to the change of friction force at different temperatures, accurately output the friction compensation torque, offset the friction resistance caused by the working condition and temperature, reduce the risk of jamming of the disconnection mechanism, and improve the reliability and success rate of the disconnection action.

[0009] In combination with the first aspect, in some possible implementation manners, the historical speed information and the historical acceleration information of the driving motor are determined based on the starting historical time and the terminal historical time, including: determining a plurality of historical sampling times between the starting historical time and the terminal historical time; obtaining initial historical speed information corresponding to each historical sampling time, and calculating an average value of the initial historical speed information to obtain the historical speed information; and obtaining the historical acceleration information corresponding to the starting historical time based on the starting historical time.

[0010] By the technical solution, the multiple historical sampling time points between the starting historical time point and the ending historical time point can be determined first, and the initial historical rotating speed information corresponding to each historical sampling time point is collected, and then the average value of the initial historical rotating speed information is taken as the historical rotating speed information, and the historical acceleration information is obtained based on the starting historical time point, the single sampling point rotating speed fluctuation interference is filtered by averaging the multiple sampling point rotating speeds, the historical rotating speed information can objectively reflect the real rotating speed level of the time period, the historical acceleration information of the starting historical time point is directly taken, the load characteristics of the disconnection action starting time point are matched, the collection accuracy of the historical working condition data is improved, reliable data source is provided for the calculation of the motor torque average value, and the subsequent friction compensation torque calculation accuracy is improved, and the disconnection control effect of the disconnection mechanism is improved.

[0011] In combination with the first aspect, in some possible implementation manners, the determining the motor torque average value based on the historical rotating speed information, the historical acceleration information, the current rotating speed information and the current acceleration information comprises: determining target rotating speed information according to the historical rotating speed information; constructing a first mapping relationship of the historical rotating speed information, the historical acceleration information and a historical motor torque value; determining a motor torque value based on the target rotating speed information, the current rotating speed information, the current acceleration information and the first mapping relationship, and calculating the motor torque average value based on the motor torque value.

[0012] By the technical solution, the target rotating speed information can be determined from the historical rotating speed information, the first mapping relationship of the historical rotating speed information, the historical acceleration information and the historical motor torque value is constructed, then the motor torque value is determined based on the target rotating speed information, the current rotating speed information, the current acceleration information and the first mapping relationship, and the motor torque average value is calculated according to the motor torque value and the duration, the data correlation between the historical working condition and the current working condition is realized by means of the mapping relationship, the error caused by the instantaneous data disturbance is weakened, the motor torque average value is fitted to the actual load characteristics, accurate input is provided for the solution of the friction compensation torque, and the accuracy of the disconnection control of the disconnection mechanism is improved.

[0013] In combination with the first aspect, in some possible implementation manners, the constructing the first mapping relationship of the historical rotating speed information, the historical acceleration information and the historical motor torque value comprises: dividing the rotating speed of the driving motor into multiple rotating speed intervals, and dividing the acceleration of the driving motor into multiple acceleration intervals; selecting a target rotating speed interval in which the historical rotating speed information is located from the multiple rotating speed intervals, and selecting a target acceleration interval in which the historical acceleration information is located from the multiple acceleration intervals; and constructing the first mapping relationship based on the target rotating speed interval, the target acceleration interval and the historical motor torque value.

[0014] The above technical solution can divide the speed and acceleration of the drive motor into multiple speed ranges and acceleration ranges, respectively. It can also select the target speed range corresponding to historical speed information and the target acceleration range corresponding to historical acceleration information. Then, based on the target speed range, the target acceleration range, and the historical motor torque value, a first mapping relationship can be constructed. The operating condition data is processed by range classification, which reduces the impact of discrete deviations in single-point data, simplifies the difficulty of constructing the mapping relationship, improves the robustness of the mapping relationship, ensures the reliability of the subsequent motor torque value calculation results, and thus improves the disconnection control accuracy of the disconnection mechanism.

[0015] In conjunction with the first aspect, in some possible implementations, obtaining the current speed information of the drive motor includes: collecting the actual speed information of the drive motor; calculating the speed difference between the target speed information and the actual speed information; when the speed difference is less than or equal to a preset difference threshold, counting the duration for which the speed difference is less than or equal to the preset difference threshold, and when the duration is greater than a preset duration threshold, determining the current speed information based on the actual speed information.

[0016] The above technical solution allows for the first acquisition of the actual speed information of the drive motor, and the calculation of the speed difference between the target speed information and the actual speed information. When the speed difference is less than or equal to a preset difference threshold, the corresponding duration is statistically analyzed. Then, when the duration exceeds the preset duration threshold, the current speed information is determined based on the actual speed information. The validity is determined by using both the speed difference and the duration as conditions, filtering out instantaneous speed jumps, ensuring that the current speed information is taken from a stable operating condition, avoiding abnormal instantaneous data from participating in the calculation, improving the validity of the current speed information, ensuring the accuracy of subsequent motor torque average calculation, and improving the reliability of the disconnection mechanism control.

[0017] In conjunction with the first aspect, in some possible implementations, determining the corresponding temperature compensation coefficient based on the current operating temperature information of the disconnecting mechanism includes: dividing the operating temperature of the disconnecting mechanism into multiple temperature ranges; obtaining historical operating temperature information and historical temperature compensation coefficients of the disconnecting mechanism; filtering from the multiple temperature ranges to obtain the target temperature range where the historical operating temperature information is located; constructing a second mapping relationship between the historical operating temperature information and the historical temperature compensation coefficient based on the target temperature range and the historical temperature compensation coefficient, so as to determine the temperature compensation coefficient according to the second mapping relationship.

[0018] The above technical solution can divide the operating temperature of the disconnecting mechanism into multiple temperature ranges, obtain historical operating temperature information and historical temperature compensation coefficients of the disconnecting mechanism, filter out the target temperature range to which the historical operating temperature information belongs, and then construct a second mapping relationship between the historical operating temperature information and the historical temperature compensation coefficients based on the target temperature range and the historical temperature compensation coefficients to determine the temperature compensation coefficients. By adopting the temperature range classification method, the discrete error of single-point temperature data is weakened, the mapping model construction is simplified, the stability of temperature compensation coefficient calculation is improved, the friction characteristics change under different temperatures are adapted, the calculation of friction compensation torque is ensured to be accurate, and the reliability of disconnecting mechanism disconnection control is improved.

[0019] In conjunction with the first aspect, in some possible implementations, determining the temperature compensation coefficient based on the second mapping relationship includes: determining the current temperature range in which the current operating temperature information is located; and determining the temperature compensation coefficient corresponding to the current temperature range based on the second mapping relationship.

[0020] The above technical solution can determine the current temperature range to which the current working temperature information belongs, and obtain the temperature compensation coefficient corresponding to the current temperature range based on the second mapping relationship. In this way, the temperature compensation coefficient adapted to the actual working condition can be quickly matched by the range mapping, avoiding coefficient fluctuations caused by single-point temperature sampling noise, improving the efficiency and stability of temperature compensation coefficient acquisition, ensuring the accuracy of subsequent friction compensation torque calculation, and improving the disconnection control effect of the disconnection mechanism.

[0021] Secondly, a control device for a vehicle disconnection mechanism is provided, comprising: an acquisition module, configured to acquire current speed information and current acceleration information of a drive motor in response to a disconnection command of the disconnection mechanism; a determination module, configured to determine the average motor torque of the drive motor based on the current speed information and the current acceleration information, and determine a corresponding temperature compensation coefficient based on the current operating temperature information of the disconnection mechanism; and a control module, configured to obtain a torque compensation value based on the average motor torque and the temperature compensation coefficient, determine the friction compensation torque of the drive motor based on the torque compensation value, and control the drive motor to output the friction compensation torque to control the disconnection mechanism to disconnect.

[0022] The above technical solution allows for the calculation of the average motor torque based on the disconnection command of the disconnection mechanism, the current speed and acceleration information of the drive motor, and the determination of the temperature compensation coefficient in conjunction with the current operating temperature of the disconnection mechanism. The torque compensation value is then obtained from the average motor torque and the temperature compensation coefficient, thereby determining the friction compensation torque and controlling the drive motor to output the friction compensation torque to achieve disconnection. This approach combines speed and acceleration to reflect the actual operating load, while incorporating temperature compensation to adapt to frictional changes under different temperatures. It accurately outputs the friction compensation torque, offsetting the frictional resistance caused by operating conditions and temperature, reducing the risk of disconnection mechanism jamming, and improving the reliability and success rate of the disconnection action.

[0023] In conjunction with the second aspect, in some possible implementations, the determining module includes: a first determining unit, configured to determine the start and end historical times of the drive motor based on the historical disconnection commands of the disconnection mechanism; a second determining unit, configured to determine the historical speed information and historical acceleration information of the drive motor based on the start and end historical times; and a third determining unit, configured to determine the average torque of the motor based on the historical speed information, the historical acceleration information, the current speed information, and the current acceleration information.

[0024] The above technical solution allows for the location of the start and end times of the drive motor based on the historical disconnection commands of the disconnection mechanism. The historical speed and acceleration information of the drive motor are then determined based on these times. Combined with the current speed and acceleration information, the average motor torque is calculated. By integrating historical disconnection phase data with real-time operating data, the average torque calculation takes into account both historical disconnection characteristics and current actual operating conditions, avoiding calculation deviations caused by relying solely on real-time instantaneous data. This makes the average motor torque more closely match the actual load state during the disconnection process, providing a more accurate calculation basis for determining the subsequent friction compensation torque and further improving the accuracy and reliability of the disconnection mechanism's disconnection control.

[0025] In conjunction with the second aspect, in some possible implementations, the second determining unit includes: a first determining subunit, configured to determine multiple historical sampling times between the start historical time and the end historical time; a generating subunit, configured to acquire initial historical rotational speed information corresponding to each of the historical sampling times, and calculate the average value of the initial historical rotational speed information to obtain the historical rotational speed information; and an acquiring subunit, configured to acquire corresponding historical acceleration information based on the start historical time.

[0026] The above technical solution allows for the determination of multiple historical sampling times between the start and end historical times, and the collection of initial historical speed information corresponding to each historical sampling time. The average value of the initial historical speed information is then calculated as the historical speed information. Simultaneously, historical acceleration information is obtained based on the start historical time. By averaging the speeds at multiple sampling points, the interference of instantaneous speed fluctuations at single sampling points is filtered out, enabling the historical speed information to objectively reflect the true speed level during that time period. The historical acceleration information at the start historical time is directly used to match the load characteristics at the start of the disconnection action, improving the accuracy of historical operating condition data collection. This provides a reliable data source for calculating the average motor torque, which is beneficial for improving the accuracy of subsequent friction compensation torque calculations and enhancing the disconnection control effect of the disconnection mechanism.

[0027] In conjunction with the second aspect, in some possible implementations, the third determining unit includes: a second determining subunit, configured to determine target speed information based on the historical speed information; a constructing subunit, configured to construct a first mapping relationship between the historical speed information, the historical acceleration information, and the historical motor torque value; and a third determining subunit, configured to determine the motor torque value based on the target speed information, the current speed information, the current acceleration information, and the first mapping relationship, and to calculate the average motor torque value based on the motor torque value.

[0028] The above technical solution allows for the determination of target speed information from historical speed information, and the establishment of a first mapping relationship between historical speed information, historical acceleration information, and historical motor torque values. This is then combined with target speed information, current speed information, current acceleration information, and the first mapping relationship to determine the motor torque value. Furthermore, the average motor torque is calculated based on the motor torque value and its duration. By leveraging the mapping relationship, data correlation between historical and current operating conditions is achieved, mitigating errors caused by instantaneous data disturbances. This ensures that the average motor torque closely matches the actual load characteristics, providing accurate input for solving friction compensation torque and improving the accuracy of disconnection control of the disconnection mechanism.

[0029] In conjunction with the second aspect, in some possible implementations, the construction subunit includes: a division subunit, used to divide the rotational speed of the drive motor into multiple rotational speed ranges and the acceleration of the drive motor into multiple acceleration ranges; a filtering subunit, used to filter from the multiple rotational speed ranges to obtain the target rotational speed range where the historical rotational speed information is located, and from the multiple acceleration ranges to obtain the target acceleration range where the historical acceleration information is located; and a construction subunit, used to construct the first mapping relationship based on the target rotational speed range, the target acceleration range, and the historical motor torque value.

[0030] The above technical solution can divide the speed and acceleration of the drive motor into multiple speed ranges and acceleration ranges, respectively. It can also select the target speed range corresponding to historical speed information and the target acceleration range corresponding to historical acceleration information. Then, based on the target speed range, the target acceleration range, and the historical motor torque value, a first mapping relationship can be constructed. The operating condition data is processed by range classification, which reduces the impact of discrete deviations in single-point data, simplifies the difficulty of constructing the mapping relationship, improves the robustness of the mapping relationship, ensures the reliability of the subsequent motor torque value calculation results, and thus improves the disconnection control accuracy of the disconnection mechanism.

[0031] In conjunction with the second aspect, in some possible implementations, the acquisition module includes: a collection unit for collecting the actual rotational speed information of the drive motor; a calculation unit for calculating the rotational speed difference between the target rotational speed information and the actual rotational speed information; and a fourth determination unit for, when the rotational speed difference is less than or equal to a preset difference threshold, calculating the duration for which the rotational speed difference is less than or equal to the preset difference threshold, and when the duration is greater than a preset duration threshold, determining the current rotational speed information based on the actual rotational speed information.

[0032] The above technical solution allows for the first acquisition of the actual speed information of the drive motor, and the calculation of the speed difference between the target speed information and the actual speed information. When the speed difference is less than or equal to a preset difference threshold, the corresponding duration is statistically analyzed. Then, when the duration exceeds the preset duration threshold, the current speed information is determined based on the actual speed information. The validity is determined by using both the speed difference and the duration as conditions, filtering out instantaneous speed jumps, ensuring that the current speed information is taken from a stable operating condition, avoiding abnormal instantaneous data from participating in the calculation, improving the validity of the current speed information, ensuring the accuracy of subsequent motor torque average calculation, and improving the reliability of the disconnection mechanism control.

[0033] In conjunction with the second aspect, in some possible implementations, the determining module includes: a dividing unit, used to divide the operating temperature of the disconnecting mechanism into multiple temperature ranges; an acquiring unit, used to acquire historical operating temperature information and historical temperature compensation coefficients of the disconnecting mechanism; a filtering unit, used to filter from the multiple temperature ranges to obtain the target temperature range in which the historical operating temperature information is located; and a fifth determining unit, used to construct a second mapping relationship between the historical operating temperature information and the historical temperature compensation coefficients based on the target temperature range and the historical temperature compensation coefficients, so as to determine the temperature compensation coefficients according to the second mapping relationship.

[0034] The above technical solution can divide the operating temperature of the disconnecting mechanism into multiple temperature ranges, obtain historical operating temperature information and historical temperature compensation coefficients of the disconnecting mechanism, filter out the target temperature range to which the historical operating temperature information belongs, and then construct a second mapping relationship between the historical operating temperature information and the historical temperature compensation coefficients based on the target temperature range and the historical temperature compensation coefficients to determine the temperature compensation coefficients. By adopting the temperature range classification method, the discrete error of single-point temperature data is weakened, the mapping model construction is simplified, the stability of temperature compensation coefficient calculation is improved, the friction characteristics change under different temperatures are adapted, the calculation of friction compensation torque is ensured to be accurate, and the reliability of disconnecting mechanism disconnection control is improved.

[0035] In conjunction with the second aspect, in some possible implementations, the fifth determining unit includes: a fourth determining subunit, used to determine the current temperature range in which the current operating temperature information is located; and a fifth determining subunit, used to determine a temperature compensation coefficient corresponding to the current temperature range based on the second mapping relationship.

[0036] The above technical solution can determine the current temperature range to which the current working temperature information belongs, and obtain the temperature compensation coefficient corresponding to the current temperature range based on the second mapping relationship. In this way, the temperature compensation coefficient adapted to the actual working condition can be quickly matched by the range mapping, avoiding coefficient fluctuations caused by single-point temperature sampling noise, improving the efficiency and stability of temperature compensation coefficient acquisition, ensuring the accuracy of subsequent friction compensation torque calculation, and improving the disconnection control effect of the disconnection mechanism.

[0037] Thirdly, a vehicle is provided, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement a control method for a vehicle disconnect mechanism as described in the above embodiments.

[0038] Fourthly, a computer-readable storage medium is provided that stores a computer program, which, when executed by a processor, implements the control method for the vehicle disconnection mechanism described above.

[0039] Fifthly, a computer program product is provided, including a computer program that, when executed, implements the control method for the vehicle disconnection mechanism as described above.

[0040] This application embodiment can calculate the average motor torque based on the current speed and acceleration information of the drive motor according to the disconnection command of the disconnection mechanism, and determine the temperature compensation coefficient by combining the current operating temperature of the disconnection mechanism. Then, the torque compensation value is obtained from the average motor torque and the temperature compensation coefficient, and the friction compensation torque is determined. The drive motor is then controlled to output the friction compensation torque to realize the disconnection mechanism disconnection. It can combine speed and acceleration to reflect the actual working load, and introduce the temperature dimension for compensation. It can adapt to the friction force changes under different temperatures, accurately output the friction compensation torque, offset the friction resistance caused by working conditions and temperature, reduce the risk of disconnection mechanism jamming, and improve the reliability and success rate of disconnection action. Thus, it solves the problems in related technologies, such as increased dog tooth friction under specific working conditions such as low temperature and high drag torque, long-distance climbing and large force on the tooth surface, and excessive friction caused by component discrete deviations, which can easily cause disconnection mechanism jamming and disconnection failure due to the inability of electromagnetic force to overcome the combined force of spring force and dog tooth friction.

[0041] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0042] Figure 1 This is a flowchart illustrating the working principle of a disconnection mechanism provided in one embodiment of this application; Figure 2 This is a schematic flowchart of a control method for a vehicle disconnection mechanism provided in an embodiment of this application; Figure 3 This is a flowchart illustrating the working principle of a control method for a vehicle disconnection mechanism provided in one embodiment of this application; Figure 4 This is a schematic diagram of the structure of a control device for a vehicle disconnection mechanism provided in an embodiment of this application; Figure 5 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0043] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0044] like Figure 1As shown, in the related art, the components of the disconnection mechanism may include, but are not limited to, a first canine tooth 101 (right canine tooth), a second canine tooth 102 (left canine tooth), an actuating spring 103 and an electromagnet 104, which are disposed on the input shaft 105 (drive motor output shaft) and the output shaft 106 (rear axle half shaft).

[0045] The working principle of the disconnecting mechanism is as follows: when the electromagnet 104 is energized, it generates magnetism. Under the influence of the magnet's magnetic force, the first canine tooth 101 is attracted to the output shaft 106. As the first canine tooth 101 moves to the right, the actuating spring 103 is squeezed to the right and compressed, separating the first canine tooth 101 and the second canine tooth 102, thereby achieving the disconnecting effect of the disconnecting mechanism, that is, realizing the mechanical decoupling between the input shaft 105 and the output shaft 106, cutting off the power transmission path between them. When the electromagnet 104 is de-energized, the magnetic force disappears, and the first canine tooth 101 moves to the left under the action of the actuating spring 103, forming a rigid connection with the second canine tooth 102, achieving the meshing effect of the disconnecting mechanism. At this time, the input shaft 105 and the output shaft 106 are mechanically connected, and power can be transmitted between the drive motor and the rear wheel.

[0046] It should be noted that the current disconnection mechanism is a straight tooth structure. When executing the disconnection command, the electromagnetic force must be greater than the spring force plus the dog tooth friction force. Under certain specific working conditions, such as high drag torque in low temperature environments, high force on the tooth surface when climbing long distances, and large component deviations causing the friction force of some components to exceed the limit, the dog tooth friction force will increase, resulting in the electromagnetic force being less than the spring force plus the dog tooth friction force, which in turn leads to disconnection jamming or even disconnection failure.

[0047] In related technologies, the above problems can be solved by increasing the operating current. However, increasing the operating current means increasing additional energy consumption, which runs counter to the purpose of energy saving.

[0048] Therefore, this application proposes a control method for a vehicle disconnection mechanism. Based on the disconnection command of the disconnection mechanism, the average torque of the motor is calculated according to the current speed and acceleration information of the drive motor. The temperature compensation coefficient is determined by combining the current operating temperature of the disconnection mechanism. Then, the torque compensation value is obtained from the average motor torque and the temperature compensation coefficient. The friction compensation torque is then determined and the drive motor is controlled to output the friction compensation torque to achieve disconnection of the disconnection mechanism. The method can combine speed and acceleration to reflect the actual working load, and introduce the temperature dimension for compensation. It can adapt to the friction force changes under different temperatures, accurately output the friction compensation torque, offset the friction resistance caused by working conditions and temperature, reduce the risk of disconnection mechanism jamming, and improve the reliability and success rate of disconnection action.

[0049] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0050] Figure 2 This is a schematic flowchart of a control method for a vehicle disconnection mechanism provided in an embodiment of this application.

[0051] For example, such as Figure 2 As shown, the control method for the vehicle disconnection mechanism includes: In step S201, in response to the disconnection command of the disconnection mechanism, the current speed information and current acceleration information of the drive motor are obtained.

[0052] Specifically, such as Figure 1 As shown, the disconnection mechanism includes a first canine tooth and a second canine tooth, wherein the first canine tooth is connected to the motor output shaft and the second canine tooth is connected to the rear axle half-shaft input shaft; and the disconnection mechanism can control the first canine tooth and the second canine tooth to mesh with each other or disconnect from each other, thereby realizing the connection and disconnection of the power transmission path.

[0053] The disconnect command of the disconnect mechanism can be understood as a disconnect control command issued by the vehicle controller to the disconnect mechanism, which is used to control the disconnect mechanism to switch from the engaged state to the disconnected state.

[0054] The drive motor can be understood as the rear motor of a vehicle, and has a drive motor output shaft. Furthermore, the current rotational speed information in the embodiments of this application can be understood as the real-time rotational speed of the drive motor output shaft, and the current acceleration information can be understood as the angular acceleration of the drive motor output shaft, that is, the rate of change of rotational speed with time, which characterizes how fast the rotational speed of the shaft system changes.

[0055] In some embodiments, the present application embodiments can obtain the current speed information and current acceleration information of the drive motor in real time based on the disconnection command of the disconnection mechanism.

[0056] For example, in this embodiment of the application, the vehicle controller can generate a disconnection command for the disconnection mechanism and send the disconnection command to the motor controller; in response to the disconnection command, the motor controller collects the current speed information and current acceleration information of the drive motor in real time.

[0057] Optionally, in some possible implementations, obtaining the current speed information of the drive motor includes: collecting the actual speed information of the drive motor; calculating the speed difference between the target speed information and the actual speed information; when the speed difference is less than or equal to a preset difference threshold, counting the duration for which the speed difference is less than or equal to the preset difference threshold, and when the duration is greater than a preset duration threshold, determining the current speed information based on the actual speed information.

[0058] Specifically, in this embodiment, the actual rotational speed information can be understood as the real rotational speed of the drive motor output shaft acquired in real time. When the speed difference is less than or equal to a preset difference threshold, the actual rotational speed information is used as the current rotational speed information. The target rotational speed information can be understood as the target control speed of the motor output shaft set after the disconnection mechanism has completed its historical disconnection and the drive motor enters the speed closed-loop self-learning stage. The preset difference threshold can be set by those skilled in the art according to actual conditions, and this application does not impose specific limitations.

[0059] In some embodiments, this application can collect the actual rotational speed information of the drive motor output shaft in real time, calculate the rotational speed difference between the target rotational speed information and the actual rotational speed information, and then, if the rotational speed difference is less than or equal to a preset difference threshold, count the duration for which the rotational speed difference is less than or equal to the preset difference threshold. When the duration exceeds the preset duration threshold, the actual rotational speed information is used as the current rotational speed information. The preset duration threshold can be set by those skilled in the art according to actual conditions, and this application does not impose specific limitations.

[0060] The comparison process between the speed difference and the preset difference threshold can be, but is not limited to, expressed as: , in, This represents the average motor speed during disconnection, and the target speed information to maintain the motor speed after disconnection. Indicates the first The actual rotational speed information collected in each cycle; Indicates the first The preset difference threshold for each period of data collection; This represents the speed difference between the target speed information and the actual speed information.

[0061] For example, in this embodiment of the application, the preset difference threshold can be set to 50 rpm and the preset duration threshold can be set to 1000 ms. Then, when the vehicle is powered on and receives the disconnection command from the disconnection mechanism, the actual speed information of the drive motor output shaft is collected in real time through the motor position sensor, and the speed difference between the target speed information and the actual speed information is calculated. When the speed difference is ≤50 rpm and the duration is greater than 1000 ms, it is determined that the speed of the drive motor output shaft has reached a steady state, and the actual speed information at this time is determined as the current speed information. If the speed difference is greater than or equal to the preset difference threshold, it is determined that the speed has not yet stabilized, and no valid current speed information is output, waiting for the speed to converge.

[0062] In step S202, based on the current speed information and current acceleration information, the average value of the motor torque of the drive motor is determined, and the corresponding temperature compensation coefficient is determined according to the current operating temperature information of the disconnection mechanism.

[0063] In some embodiments, the present application embodiments can use the current speed information and current acceleration information as indexes to find the corresponding average motor torque value from the first mapping relationship, and obtain the appropriate temperature compensation coefficient through the second mapping relationship based on the obtained current operating temperature information of the disconnection mechanism.

[0064] For example, in this application embodiment, the current rotational speed information and current acceleration information can be used as indexes to retrieve the first mapping relationship and match the corresponding average motor torque. At the same time, the current operating temperature information of the disconnection mechanism is collected by the motor controller, and the corresponding temperature compensation coefficient is determined based on the second mapping relationship to eliminate the influence of rotational speed, acceleration and temperature on the internal frictional resistance of the disconnection mechanism and improve the accuracy of subsequent frictional compensation torque calculation.

[0065] Optionally, in some possible implementations, determining the average motor torque of the drive motor based on the current speed information and current acceleration information includes: determining the start and end historical times of the drive motor based on the historical disconnection commands of the disconnection mechanism; determining the historical speed information and historical acceleration information of the drive motor based on the start and end historical times; and determining the average motor torque based on the historical speed information, historical acceleration information, current speed information, and current acceleration information.

[0066] Specifically, historical disconnect commands can be understood as disconnect commands issued by the vehicle controller to the disconnect mechanism in the past before this disconnect command, which are self-learning trigger sources.

[0067] The starting historical moment can be understood as the point in time when the historical disconnection command was issued and the disconnection mechanism began to execute the disconnection action.

[0068] The termination of historical moment can be understood as the point in time when the disconnection mechanism completes disconnection based on the historical disconnection command and the output shaft of the drive motor enters the closed-loop steady-state operation of the speed.

[0069] Historical speed information can be understood as the historical speed data of the drive motor output shaft sampled from the start time to the end time, which is used to construct the first mapping relationship.

[0070] Historical acceleration information can be understood as the historical shaft system angular acceleration of the drive motor output shaft at the starting historical moment, which is used to construct the first mapping relationship.

[0071] In some embodiments, the present application embodiments can determine the corresponding start and end historical times based on the historical disconnection commands of the disconnection mechanism, and obtain the historical speed information and historical acceleration information of the drive motor output shaft based on the start and end historical times, and then determine the average value of the motor torque based on the historical speed information, historical acceleration information, current speed information and current acceleration information.

[0072] For example, in this embodiment of the application, the motor controller can retrieve the stored historical disconnection commands of the disconnection mechanism and determine the start and end historical times corresponding to the historical disconnection process. Then, within the time window from the start to the end of the historical time, the historical speed information and historical acceleration information of the drive motor output shaft are collected. The historical speed information and historical acceleration information are then used to complete the construction of the first mapping relationship. When the current disconnection command is received, the first mapping relationship is called in combination with the obtained current speed information and current acceleration information to determine the corresponding average motor torque.

[0073] Optionally, in some possible implementations, the historical speed information and historical acceleration information of the drive motor are determined based on the start historical time and the end historical time, including: determining multiple historical sampling times between the start historical time and the end historical time; obtaining the initial historical speed information corresponding to each historical sampling time, and calculating the average value of the initial historical speed information to obtain the historical speed information; and obtaining the corresponding historical acceleration information based on the start historical time.

[0074] Specifically, in the embodiments of this application, the historical sampling time can be understood as multiple discrete sampling time points located between the start historical time and the end historical time, which are the sampling timestamps of the motor controller and are used to collect initial historical speed information.

[0075] The initial historical speed information is used to describe the original speed sampled values ​​of the drive motor output shaft collected at each historical sampling time.

[0076] Historical speed information refers to the steady-state speed obtained by averaging multiple initial historical speed information, which serves as the input parameter for constructing the first mapping relationship.

[0077] In some embodiments, this application can determine multiple historical sampling times between the start and end historical times, obtain initial historical rotational speed information corresponding to each historical sampling time, and then calculate the average value of the initial historical rotational speed information to obtain historical rotational speed information, and obtain historical acceleration information at the start historical time. The calculation formula for the historical rotational speed information can be, but is not limited to, expressed as: , in, Represents historical rotational speed information; Indicates the first Historical rotational speed information collected over each cycle; This indicates the number of times the motor speed was collected.

[0078] For example, in each vehicle power-on state, based on historical disconnection commands, the start and end historical times of the drive motor are determined, and the sampling frequency is determined to be 10ms. Based on the start and end historical times and the sampling frequency, the historical sampling time is determined. Based on historical sampling times, historical rotational speed information is determined. ,in, This allows for the determination of initial historical rotational speed information. The initial historical speed information is averaged, and instantaneous speed fluctuations are eliminated through average filtering to obtain the historical speed information. The calculation formula is shown above, and will not be elaborated further. The historical acceleration information at the starting historical moment is read, and the historical rotation speed information and historical acceleration information are stored in NVRAM (Non-Volatile Random Access Memory).

[0079] Optionally, in some possible implementations, determining the average motor torque based on historical speed information, historical acceleration information, current speed information, and current acceleration information includes: determining target speed information based on historical speed information; constructing a first mapping relationship between historical speed information, historical acceleration information, and historical motor torque values; determining motor torque values ​​based on target speed information, current speed information, current acceleration information, and the first mapping relationship; and calculating the average motor torque based on the motor torque values.

[0080] Specifically, the first mapping relationship can be understood as a mapping table pre-established and stored in NVRAM, used to describe the correspondence between the established speed, acceleration and historical motor torque values.

[0081] In some embodiments, the present application embodiments can determine the target speed information based on the historical speed information, and construct a first mapping relationship between the historical speed information, historical acceleration information and historical motor torque value by taking the historical speed information and historical acceleration information as input and taking the historical motor torque value as output. Then, the target speed information, current speed information and current acceleration information are input to the first mapping relationship, the corresponding motor torque value is determined by using the first mapping relationship, and the average motor torque value is calculated by using the motor torque value.

[0082] The formula for calculating the target rotational speed information can be, but is not limited to, expressed as: , in, This represents the average motor speed during disconnection, and the target speed information to maintain the motor speed after disconnection.

[0083] The formula for calculating the average torque of a motor can be, but is not limited to, expressed as: , in, This indicates the data collected after the motor speed reached a steady state. Average torque of the secondary motor; This represents the motor torque value collected in the k-th cycle; This indicates the number of times the motor torque was collected.

[0084] For example, in this application embodiment, historical rotational speed information is used. Determine target speed information Using historical speed and acceleration information as input and historical motor torque value as output, a first mapping relationship is constructed. Then, based on the target speed information, current speed information, current acceleration information, and the first mapping relationship, the motor torque value is determined. Then, based on a sampling frequency of 10ms, the average motor torque is calculated, and the calculation formula can be, but is not limited to, expressed as: , in, This represents the average value of the motor torque collected 100 times after the motor speed reached a steady state. This represents the motor torque collected in the k-th cycle; This indicates the number of times the motor torque was collected.

[0085] Optionally, in some possible implementations, constructing a first mapping relationship between historical speed information, historical acceleration information, and historical motor torque value includes: dividing the speed of the drive motor into multiple speed ranges and dividing the acceleration of the drive motor into multiple acceleration ranges; selecting the target speed range where the historical speed information is located from the multiple speed ranges and selecting the target acceleration range where the historical acceleration information is located from the multiple acceleration ranges; and constructing the first mapping relationship based on the target speed range, the target acceleration range, and the historical motor torque value.

[0086] Specifically, the speed range can be understood as a number of speed ranges that are pre-divided into the output shaft speed of the drive motor; while the target speed range is used to describe the speed range into which historical speed information falls.

[0087] The acceleration range can be understood as a number of acceleration ranges that are pre-divided by the shaft system angular acceleration of the drive motor output shaft; while the target acceleration range is used to describe the acceleration range into which historical acceleration information falls.

[0088] In some embodiments, the rotational speed of the drive motor output shaft can be divided into multiple rotational speed ranges, and the acceleration of the drive motor output shaft can be divided into multiple acceleration ranges. Then, the target rotational speed range containing historical rotational speed information can be obtained from the multiple rotational speed ranges, and the target acceleration range containing historical acceleration information can be obtained from the multiple acceleration ranges. Then, the target rotational speed range, the target acceleration range, and the historical motor torque value can be associated to construct a first mapping relationship.

[0089] For example, in embodiments of this application, the rotational speed can be divided into multiple speed ranges with 1000 rpm intervals, such as... And based on a1, a2, a3, and a4, the acceleration is divided into multiple acceleration intervals, such as As shown in Table 1, the horizontal axis of Table 1 corresponds to the motor speed, the vertical axis corresponds to the vehicle acceleration, and the middle axis represents the motor torque. Table 1 is a schematic table of the first mapping relationship constructed according to one embodiment of this application. The data is for illustrative purposes only and other values ​​can be taken. This application does not impose specific limitations.

[0090] Table 1

[0091] Optionally, in some possible implementations, determining the corresponding temperature compensation coefficient based on the current operating temperature information of the disconnecting mechanism includes: dividing the operating temperature of the disconnecting mechanism into multiple temperature ranges; obtaining historical operating temperature information and historical temperature compensation coefficients of the disconnecting mechanism; filtering out the target temperature range where the historical operating temperature information is located from the multiple temperature ranges; and constructing a second mapping relationship between the historical operating temperature information and the historical temperature compensation coefficients based on the target temperature range and the historical temperature compensation coefficients, so as to determine the temperature compensation coefficients according to the second mapping relationship.

[0092] It is understood that, in the embodiments of this application, the operating temperature can be understood as the EOP oil temperature.

[0093] In some embodiments, the working temperature of the disconnecting mechanism can be pre-divided into multiple temperature ranges, and the historical working temperature information of the disconnecting mechanism and the corresponding historical temperature compensation coefficient can be obtained. Then, the target temperature range where the historical working temperature information is located can be selected from the multiple temperature ranges, and a corresponding second mapping relationship can be established between the target temperature range and the historical temperature compensation coefficient, so as to determine the corresponding temperature compensation coefficient according to the second mapping relationship.

[0094] For example, embodiments of this application can divide the operating temperature into multiple temperature ranges based on the operating temperature of the disconnection mechanism, such as... This process determines the target temperature range containing historical operating temperature information and establishes a second mapping relationship between the target temperature range and historical temperature compensation coefficients, as shown in Table 2. This allows for the determination of the corresponding temperature compensation coefficient based on the second mapping relationship. The horizontal axis corresponds to the EOP oil temperature in degrees Celsius, and the vertical axis corresponds to the temperature compensation coefficient. Table 2 is a schematic diagram of the constructed second mapping relationship provided in one embodiment of this application. The data is for illustrative purposes only and other values ​​are possible; this application does not impose specific limitations.

[0095] Table 2

[0096] The formula for calculating the temperature compensation coefficient can be, but is not limited to, expressed as: , in, Indicates oil temperature Temperature compensation coefficient calculated by linear interpolation; Indicates oil temperature The corresponding temperature compensation coefficient; Indicates oil temperature The corresponding temperature compensation coefficient; This indicates the current operating temperature of the disconnect mechanism.

[0097] Optionally, in some possible implementations, determining the temperature compensation coefficient based on the second mapping relationship includes: determining the current temperature range where the current operating temperature information is located; and determining the temperature compensation coefficient corresponding to the current temperature range based on the second mapping relationship.

[0098] In some embodiments, the present application embodiments may first determine the current temperature range where the current operating temperature information of the disconnection mechanism is located, and then, based on the second mapping relationship, match and obtain the temperature compensation coefficient corresponding to the current temperature range.

[0099] For example, as shown in Table 2, this embodiment of the application can determine the temperature when the current operating temperature is -30 degrees Celsius. The temperature compensation coefficient is 1.3; given the current operating temperature is -18 degrees Celsius, it is determined to fall within... The temperature compensation coefficient is 1.2; given the current operating temperature is -8 degrees Celsius, it is determined to fall within... The temperature compensation coefficient is 1.1; given the current operating temperature is 8 degrees Celsius, it is determined to fall within... The temperature compensation coefficient is 1; given the current operating temperature is 18 degrees Celsius, it is determined to fall within... The temperature compensation coefficient is 0.9; given the current operating temperature is 25 degrees Celsius, it is determined to fall within... The temperature compensation coefficient is 0.9; given the current operating temperature is 35 degrees Celsius, it is determined to fall within... The temperature compensation coefficient is 0.9.

[0100] In step S203, the torque compensation value is obtained based on the average motor torque and the temperature compensation coefficient, and the friction compensation torque of the drive motor is determined based on the torque compensation value. The drive motor is controlled to output the friction compensation torque so as to control the disconnection mechanism to disconnect.

[0101] Specifically, the torque compensation value can be understood as the residual friction calculation value after temperature correction, obtained by calculating the average motor torque and the temperature compensation coefficient.

[0102] Friction compensation torque can be understood as the target torque command value received by the drive motor; its direction is opposite to the torque compensation value, and it is used to counteract residual friction.

[0103] In some embodiments, the present application can calculate the torque compensation value based on the average motor torque and the temperature compensation coefficient, and determine the friction compensation torque of the drive motor based on the torque compensation value, thereby controlling the drive motor to output the friction compensation torque, which, in conjunction with the electromagnetic force of the disconnection mechanism, collaboratively completes the disconnection of the disconnection mechanism.

[0104] The formula for calculating the torque compensation value can be, but is not limited to, expressed as: , The formula for calculating friction compensation torque can be, but is not limited to, expressed as: , For example, in this application embodiment, the learned average motor torque can be multiplied by the temperature compensation coefficient to obtain the torque compensation value, and the inverse of the torque compensation value can be used to determine the friction compensation torque of the drive motor, which is then applied to the disconnection mechanism to realize the disconnection of the disconnection mechanism.

[0105] The working principle of the control method for the vehicle disconnection mechanism proposed in this application will be described below with reference to a specific embodiment.

[0106] in, Figure 3 This is a flowchart illustrating the working principle of a control method for a vehicle disconnection mechanism provided in one embodiment of this application.

[0107] Step S301: The vehicle is powered on, and the historical disconnection command of the disconnection mechanism is obtained.

[0108] Step S302: Determine the target speed information based on historical disconnection commands.

[0109] In this embodiment, the start and end historical times can be determined based on the historical disconnection command. Based on the start and end historical times, multiple historical sampling times between the start and end historical times can be determined, and the initial historical speed information corresponding to each historical sampling time can be obtained. Then, the historical speed information can be determined based on the average value of the initial historical speed information, and the historical speed information can be used as the target speed information.

[0110] Step S303: The microcontroller enters the speed control mode and collects the actual speed information of the drive motor.

[0111] Step S304: Calculate the speed difference between the target speed information and the actual speed information.

[0112] Step S305: Detect whether the speed difference is less than or equal to the preset difference threshold.

[0113] If it is less than or equal to, proceed to step S306; otherwise, proceed to step S303.

[0114] Step S306: Calculate the duration during which the speed difference is less than or equal to a preset difference threshold, and check whether the duration is greater than the preset duration threshold.

[0115] If the value is greater than the specified value, proceed to step S307; otherwise, proceed to step S303.

[0116] Step S307: Determine the current speed information based on the actual speed information.

[0117] Step S308: Based on the first mapping relationship, determine the motor torque value and calculate the average motor torque.

[0118] The first mapping relationship is constructed from the target speed range, the target acceleration range, and the historical motor torque values.

[0119] Step S309: Determine the temperature compensation coefficient based on the second mapping relationship.

[0120] The second mapping relationship is constructed from historical operating temperature information and historical temperature compensation coefficient.

[0121] Step S310: Calculate the torque compensation value and take the opposite of the torque compensation value to determine the friction compensation torque.

[0122] Step S311: Control the drive motor to output friction compensation torque and control the disconnection mechanism to disconnect.

[0123] According to the control method for the vehicle disconnection mechanism proposed in this application, based on the disconnection command of the disconnection mechanism, the average value of the motor torque can be calculated according to the current speed and acceleration information of the drive motor, and the temperature compensation coefficient can be determined by combining the current operating temperature of the disconnection mechanism. Then, the torque compensation value is obtained from the average motor torque and the temperature compensation coefficient, and the friction compensation torque is determined. The drive motor is then controlled to output the friction compensation torque to achieve disconnection of the disconnection mechanism. It can combine speed and acceleration to reflect the actual working load, and introduce the temperature dimension for compensation, which can adapt to the friction force changes under different temperatures, accurately output the friction compensation torque, offset the friction resistance caused by working conditions and temperature, reduce the risk of disconnection mechanism jamming, and improve the reliability and success rate of disconnection action. Thus, it solves the problems in related technologies, such as increased dog tooth friction under specific working conditions such as low temperature and high drag torque, large force on the tooth surface during long-distance climbing, and excessive friction caused by component discrete deviations, which can easily cause disconnection mechanism jamming and disconnection failure due to the inability of electromagnetic force to overcome the resultant force of spring force and dog tooth friction.

[0124] Figure 4 This is a schematic diagram of the structure of a control device for a vehicle disconnection mechanism provided in an embodiment of this application.

[0125] like Figure 4 As shown, the control device 10 of the vehicle disconnection mechanism includes: an acquisition module 100, a determination module 200, and a control module 300.

[0126] The acquisition module 100 is used to acquire the current speed information and current acceleration information of the drive motor in response to the disconnection command of the disconnection mechanism.

[0127] The determination module 200 is used to determine the average motor torque of the drive motor based on the current speed information and the current acceleration information, and to determine the corresponding temperature compensation coefficient based on the current operating temperature information of the disconnection mechanism.

[0128] The control module 300 is used to obtain the torque compensation value based on the average motor torque and the temperature compensation coefficient, and to determine the friction compensation torque of the drive motor based on the torque compensation value, and to control the drive motor to output the friction compensation torque so as to control the disconnection mechanism to disconnect.

[0129] Optionally, in some possible implementations, the determining module 200 includes: a first determining unit, a second determining unit, and a third determining unit.

[0130] The first determining unit is used to determine the start and end times of the drive motor based on the historical disconnection commands of the disconnection mechanism.

[0131] The second determining unit is used to determine the historical speed information and historical acceleration information of the drive motor based on the start historical time and the end historical time.

[0132] The third determining unit is used to determine the average value of motor torque based on historical speed information, historical acceleration information, current speed information, and current acceleration information.

[0133] Optionally, in some possible implementations, the second determining unit includes: a first determining subunit, a generating subunit, and an obtaining subunit.

[0134] The first determining subunit is used to determine multiple historical sampling times between the start historical time and the end historical time.

[0135] The generation sub-unit is used to obtain the initial historical rotational speed information corresponding to each historical sampling time, and calculate the average value of the initial historical rotational speed information to obtain the historical rotational speed information.

[0136] The acquisition sub-unit is used to obtain the corresponding historical acceleration information based on the initial historical time.

[0137] Optionally, in some possible implementations, the third determining unit includes: a second determining subunit, a construction subunit, and a third determining subunit.

[0138] The second determining subunit is used to determine the target rotational speed information based on historical rotational speed information.

[0139] Construct sub-units to establish the first mapping relationship between historical speed information, historical acceleration information, and historical motor torque values.

[0140] The third determining subunit is used to determine the motor torque value based on the target speed information, current speed information, current acceleration information and the first mapping relationship, and to calculate the average motor torque value based on the motor torque value.

[0141] Optionally, in some possible implementations, constructing sub-units includes: dividing sub-components, filtering sub-components, and constructing sub-components.

[0142] The dividing sub-component is used to divide the speed of the drive motor into multiple speed ranges and the acceleration of the drive motor into multiple acceleration ranges.

[0143] The filtering sub-component is used to filter the target speed range containing historical speed information from multiple speed ranges, and to filter the target acceleration range containing historical acceleration information from multiple acceleration ranges.

[0144] Construct a sub-component to build the first mapping relationship based on the target speed range, the target acceleration range, and historical motor torque values.

[0145] Optionally, in some possible implementations, the acquisition module 100 includes: an acquisition unit, a calculation unit, and a fourth determination unit.

[0146] The acquisition unit is used to acquire the actual speed information of the drive motor.

[0147] The calculation unit is used to calculate the speed difference between the target speed information and the actual speed information.

[0148] The fourth determining unit is used to count the duration during which the speed difference is less than or equal to the preset difference threshold when the speed difference is less than or equal to the preset difference threshold, and to determine the current speed information based on the actual speed information when the duration is greater than the preset duration threshold.

[0149] Optionally, in some possible implementations, the determining module 200 includes: a partitioning unit, an acquisition unit, a filtering unit, and a fifth determining unit.

[0150] The dividing unit is used to divide the operating temperature of the disconnection mechanism into multiple temperature ranges.

[0151] The acquisition unit is used to acquire historical operating temperature information and historical temperature compensation coefficient of the disconnection mechanism.

[0152] The filtering unit is used to filter from multiple temperature ranges to obtain the target temperature range where the historical operating temperature information is located.

[0153] The fifth determining unit is used to construct a second mapping relationship between historical operating temperature information and historical temperature compensation coefficients based on the target temperature range and historical temperature compensation coefficients, so as to determine the temperature compensation coefficients according to the second mapping relationship.

[0154] Optionally, in some possible implementations, the fifth determining unit includes: a fourth determining subunit and a fifth determining subunit.

[0155] The fourth determining subunit is used to determine the current temperature range in which the current operating temperature information is located.

[0156] The fifth determining sub-unit is used to determine the temperature compensation coefficient corresponding to the current temperature range based on the second mapping relationship.

[0157] The control device for the vehicle disconnection mechanism proposed in this application can calculate the average motor torque based on the current speed and acceleration information of the drive motor according to the disconnection command of the disconnection mechanism. It then determines the temperature compensation coefficient by combining the current operating temperature of the disconnection mechanism, and obtains the torque compensation value from the average motor torque and the temperature compensation coefficient. This determines the friction compensation torque, and the drive motor is controlled to output the friction compensation torque to achieve disconnection. It can reflect the actual working load by combining speed and acceleration, and incorporates temperature compensation to adapt to frictional changes at different temperatures. It accurately outputs the friction compensation torque to offset the frictional resistance caused by working conditions and temperature, reducing the risk of disconnection mechanism jamming and improving the reliability and success rate of disconnection. Therefore, it solves the problems in related technologies, such as increased dog tooth friction under specific working conditions like low temperature and high drag torque, large force on the tooth surface during long-distance climbing, and excessive friction caused by component deviations, which can easily lead to disconnection mechanism jamming and disconnection failure due to the inability of electromagnetic force to overcome the combined force of spring force and dog tooth friction.

[0158] Figure 5 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0159] It should be understood that the methods described above can be applied to... Figure 5 The vehicle with the structure shown may include: The memory 501, the processor 502, and the computer program stored on the memory 501 and capable of running on the processor 502.

[0160] When the processor 502 executes the program, it implements the control method for the vehicle disconnection mechanism provided in the above embodiments.

[0161] Furthermore, the vehicle also includes: Communication interface 503 is used for communication between memory 501 and processor 502.

[0162] The memory 501 is used to store computer programs that can run on the processor 502.

[0163] Memory 501 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0164] If the memory 501, processor 502, and communication interface 503 are implemented independently, then the communication interface 503, memory 501, and processor 502 can be interconnected via a bus to complete communication between them. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. The bus can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 5 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0165] Optionally, in a specific implementation, if the memory 501, processor 502, and communication interface 503 are integrated on a single chip, then the memory 501, processor 502, and communication interface 503 can communicate with each other through an internal interface.

[0166] Processor 502 may be a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of this application.

[0167] Furthermore, embodiments of this application also protect an apparatus that may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform the control method for the vehicle disconnection mechanism provided in embodiments of this application.

[0168] This embodiment can divide the device into functional modules based on the above method example. For example, each module can correspond to a separate function, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0169] When the functional modules are divided according to their respective functions, the device may further include: an acquisition module, a determination module, and a control module, etc. It should be noted that all relevant content of each step involved in the above method embodiments can be referenced to the functional description of the corresponding functional module, and will not be repeated here.

[0170] It should be understood that the device provided in this embodiment is used to execute the control method of the vehicle disconnection mechanism described above, and therefore can achieve the same effect as the above implementation method.

[0171] When using an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module can be used to control and manage the vehicle's movements. The storage module can be used to support the vehicle in executing program code, etc.

[0172] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits as disclosed in this application. The processor may also be a combination of computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc., and the storage module may be a memory.

[0173] In addition, the device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute the control method of the vehicle disconnection mechanism provided in the above embodiments.

[0174] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described related method steps to implement the control method for a vehicle disconnection mechanism provided in the above embodiment.

[0175] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned related steps to implement a control method for a vehicle disconnection mechanism provided in the above embodiment.

[0176] In this embodiment, the device, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0177] Through the above description of the embodiments, those skilled in the art will 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.

[0178] In the 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 device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0179] 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.

Claims

1. A control method for a vehicle disconnection mechanism, characterized in that, Includes the following steps: In response to the disconnection command from the disconnection mechanism, the current speed and acceleration information of the drive motor are obtained; Based on the current rotational speed information and the current acceleration information, the average motor torque of the drive motor is determined, and the corresponding temperature compensation coefficient is determined according to the current operating temperature information of the disconnection mechanism. The torque compensation value is obtained based on the average motor torque and the temperature compensation coefficient, and the friction compensation torque of the drive motor is determined based on the torque compensation value. The drive motor is then controlled to output the friction compensation torque to control the disconnection mechanism to disconnect.

2. The method according to claim 1, characterized in that, Determining the average motor torque of the drive motor based on the current rotational speed information and the current acceleration information includes: Based on the historical disconnection commands of the disconnection mechanism, the start and end historical times of the drive motor are determined. Based on the start time and the end time, the historical speed information and historical acceleration information of the drive motor are determined; Based on the historical speed information, the historical acceleration information, the current speed information, and the current acceleration information, the average value of the motor torque is determined.

3. The method according to claim 2, characterized in that, The determination of the historical speed information and historical acceleration information of the drive motor based on the start historical time and the end historical time includes: Determine multiple historical sampling moments that fall between the start historical moment and the end historical moment; Obtain the initial historical rotational speed information corresponding to each of the historical sampling times, and calculate the average value of the initial historical rotational speed information to obtain the historical rotational speed information; Based on the aforementioned starting historical moment, the corresponding historical acceleration information is obtained.

4. The method according to claim 2, characterized in that, Determining the average motor torque based on the historical speed information, the historical acceleration information, the current speed information, and the current acceleration information includes: The target rotational speed information is determined based on the historical rotational speed information; Construct a first mapping relationship between the historical speed information, the historical acceleration information, and the historical motor torque value; Based on the target speed information, the current speed information, the current acceleration information, and the first mapping relationship, the motor torque value is determined, and the average motor torque value is calculated based on the motor torque value.

5. The method according to claim 4, characterized in that, The step of obtaining the current speed information of the drive motor includes: Collect the actual speed information of the drive motor; Calculate the speed difference between the target speed information and the actual speed information; When the speed difference is less than or equal to a preset difference threshold, the duration for which the speed difference is less than or equal to the preset difference threshold is counted, and when the duration is greater than a preset duration threshold, the current speed information is determined based on the actual speed information.

6. The method according to claim 4, characterized in that, The construction of the first mapping relationship between the historical speed information, the historical acceleration information, and the historical motor torque value includes: The rotational speed of the drive motor is divided into multiple rotational speed ranges, and the acceleration of the drive motor is divided into multiple acceleration ranges; The target speed range containing the historical speed information is obtained by filtering from multiple speed ranges, and the target acceleration range containing the historical acceleration information is obtained by filtering from multiple acceleration ranges; The first mapping relationship is constructed based on the target speed range, the target acceleration range, and the historical motor torque value.

7. The method according to claim 1, characterized in that, The step of determining the corresponding temperature compensation coefficient based on the current operating temperature information of the disconnection mechanism includes: The operating temperature of the disconnection mechanism is divided into multiple temperature ranges; Obtain the historical operating temperature information and historical temperature compensation coefficient of the disconnection mechanism; The target temperature range containing the historical operating temperature information is obtained by filtering through the multiple temperature ranges. Based on the target temperature range and the historical temperature compensation coefficient, a second mapping relationship is constructed between the historical operating temperature information and the historical temperature compensation coefficient, so as to determine the temperature compensation coefficient according to the second mapping relationship.

8. The method according to claim 7, characterized in that, Determining the temperature compensation coefficient based on the second mapping relationship includes: Determine the current temperature range in which the current operating temperature information is located; Based on the second mapping relationship, a temperature compensation coefficient corresponding to the current temperature range is determined.

9. A control device for a vehicle disconnection mechanism, characterized in that, include: The acquisition module is used to acquire the current speed and current acceleration information of the drive motor in response to the disconnection command of the disconnection mechanism. The determination module is used to determine the average value of the motor torque of the drive motor based on the current speed information and the current acceleration information, and to determine the corresponding temperature compensation coefficient according to the current operating temperature information of the disconnection mechanism. The control module is used to obtain a torque compensation value based on the average motor torque and the temperature compensation coefficient, determine the friction compensation torque of the drive motor based on the torque compensation value, and control the drive motor to output the friction compensation torque in order to control the disconnection mechanism to disconnect.

10. A vehicle, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the control method for the vehicle disconnect mechanism as described in any one of claims 1-8.

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