An adaptive control method, system, vehicle, equipment, and medium for rear axle in an AMT (Automated Manual Transmission) system.

Abstract

This invention discloses a rear axle adaptive control method, system, vehicle, equipment, and medium for AMT (Automated Manual Transmission). The method includes determining whether the vehicle meets the rear axle adaptive conditions, and if so, acquiring data; obtaining vehicle speed signals and output shaft speed signals, where the vehicle speed signals include TCO (Total Control Operator) speed and ABS (Anti-lock Braking System) speed, and the output shaft speed signals include TCO output shaft speed and transmission output shaft speed; verifying the vehicle speed signals and output shaft speed signals to determine if they are valid signals; calculating the average rear axle speed ratio based on the valid vehicle speed signals and valid output shaft speed signals; and storing the obtained average rear axle speed ratio. By adding TCO control vehicle speed and TCO output shaft speed to the ABS vehicle speed and transmission output shaft speed, redundant processing of the vehicle speed signals and transmission output shaft speed signals is achieved, making the results of vehicle speed and transmission output shaft speed more accurate and improving the reliability of the rear axle speed ratio.

Description

Technical Field

[0001] This invention belongs to the field of commercial vehicle transmission technology, and relates to an adaptive control method, system, vehicle, equipment and medium for AMT rear axle. Background Technology

[0002] When an AMT (Automated Manual Transmission) rolls off the production line, the software flashing process requires flashing the rear axle ratio parameters of the entire vehicle into the AMT's TCU (Tracking Unit). This results in the transmission program only being compatible with vehicles with a fixed rear axle ratio. This fixed rear axle ratio software causes several problems: First, commercial vehicles need to cover different driving environments, and OEMs often configure multiple rear axle ratios for the same model. This increases the workload for AMT transmission manufacturers in programming, and the increased number of software types makes software flashing errors more likely, leading to a mismatch between the rear axle ratio and the vehicle. This results in a discrepancy between the vehicle speed calculated internally by the transmission and the actual vehicle speed, leading to reduced transmission performance and vehicle malfunctions. Second, in the aftermarket, if users replace the rear axle themselves without notifying the transmission manufacturer, the vehicle will also report transmission-related faults, potentially damaging the transmission's reputation. Furthermore, for the aftermarket, if transmission manufacturers were to monitor the status of every automatic transmission vehicle in real time, it would inevitably waste service resources. Given the characteristics of commercial vehicles—multiple rear axle ratio series and the ease with which rear axles can be replaced—AMT transmission manufacturers urgently need to develop algorithms to make the software compatible with different rear axle ratios. Summary of the Invention

[0003] The purpose of this invention is to solve the problem that the algorithm in the prior art mainly uses the ABS vehicle speed and the output shaft speed of the gearbox to obtain the rear axle speed ratio. However, the ABS vehicle speed may deviate from the actual vehicle speed, and the output shaft speed of the gearbox may not be accurate, resulting in insufficient reliability of the obtained speed ratio result. This invention provides a rear axle adaptive control method, system, vehicle, equipment and medium for AMT.

[0004] To achieve the above objectives, the present invention employs the following technical solution:

[0005] An adaptive control method for the rear axle in an AMT (Automated Manual Transmission) system includes the following steps:

[0006] Determine whether the vehicle meets the rear axle adaptive conditions; if the conditions are met, data is collected.

[0007] Acquire vehicle speed signal and output shaft speed signal. The vehicle speed signal includes TCO vehicle speed and ABS vehicle speed. The output shaft speed signal includes TCO output shaft speed and transmission output shaft speed.

[0008] Verify the vehicle speed signal and the output shaft speed signal to determine if they are valid signals;

[0009] The rear axle speed ratio is calculated several times based on the effective vehicle speed signal and the effective output shaft speed signal to obtain the average value of the rear axle speed ratio.

[0010] Store the average rear axle speed ratio obtained.

[0011] A further improvement of the present invention is that:

[0012] The specific steps for verifying the vehicle speed signal and the output shaft speed signal to determine whether they are valid signals are as follows:

[0013] Collect the ABS speed and TCO speed of the vehicle outside the dead zone;

[0014] Determine whether the absolute value of the difference between the two vehicle speed signals is less than the check value;

[0015] If the absolute value of the difference between the two vehicle speed signals is less than the verification value, the transmission output shaft speed and TCO output shaft speed outside the dead zone are collected. It is then determined whether the absolute value of the difference between the two speed signals is less than the verification value. If the absolute value of the difference between the two speed signals is less than the verification value, the average rear axle speed ratio i is first calculated using the TCO vehicle speed and TCO output shaft speed. 01 Then, the average rear axle speed ratio i is obtained by calculating the ABS vehicle speed and transmission output shaft speed. 02 , for i 01 and i 02 The system performs a verification. If the verification is successful, the average value of the two speed signals is calculated and stored. Otherwise, it re-evaluates whether the absolute value of the difference between the two speed signals is less than the verification value. If the absolute value of the difference between the two speed signals is not less than the verification value, it determines whether the transmission output shaft speed is valid. If the transmission output shaft is valid, the average value of the rear axle speed ratio is calculated using the ABS vehicle speed and the transmission output shaft speed. If the transmission output shaft is invalid, the average value of the rear axle speed ratio is calculated using the ABS vehicle speed and the TCO output shaft speed.

[0016] If the absolute value of the difference between the two vehicle speed signals is not less than the verification value, then determine whether the ABS vehicle speed is effective;

[0017] If the ABS vehicle speed is effective, the ABS vehicle speed is used to determine whether the transmission output shaft speed is effective. If the transmission output shaft is effective, the average value of the rear axle speed ratio is calculated using the ABS vehicle speed and the transmission output shaft speed. If the transmission output shaft is ineffective, the average value of the rear axle speed ratio is calculated using the ABS vehicle speed and the TCO output shaft speed.

[0018] If the ABS vehicle speed is invalid, the TCO vehicle speed is used to determine whether the transmission output shaft speed is valid. If the transmission output shaft is valid, the average rear axle speed ratio is calculated using the TCO vehicle speed and the transmission output shaft speed. If the transmission output shaft is invalid, the average rear axle speed ratio is calculated using the TCO vehicle speed and the TCO output shaft speed.

[0019] The rear axle speed ratio is calculated several times based on the effective vehicle speed signal and the effective output shaft speed signal, specifically using the following expression:

[0020]

[0021] Among them, i 后桥 N represents the rear axle speed ratio. out Indicates the output shaft speed, rpm; i 分动箱 This indicates the transfer case speed ratio; if there is no transfer case, this value is 1; r 轮胎 V represents the tire radius; V represents the vehicle speed.

[0022] The verification of the vehicle speed signal and the output shaft rotation speed signal includes verifying the gradient of the signal and the loss of signal value.

[0023] The specific method for determining whether a vehicle meets the rear axle adaptive conditions is to perform mutual checks between TCO vehicle speed and ABS vehicle speed, as well as mutual checks between TCO output shaft speed and transmission output shaft speed. When both the vehicle speed check and the output shaft check are less than a set threshold, the rear axle adaptive conditions are met.

[0024] An adaptive control system for a rear axle in an automated manual transmission (AMT) system specifically includes the following modules:

[0025] The first judgment module is used to determine whether the vehicle meets the rear axle adaptive conditions, and to collect data when the conditions are met.

[0026] The data acquisition module is used to acquire vehicle speed signals and output shaft speed signals. The vehicle speed signals include TCO vehicle speed and ABS vehicle speed, and the output shaft speed signals include TCO output shaft speed and transmission output shaft speed.

[0027] The second judgment module is used to verify the vehicle speed signal and the output shaft speed signal to determine whether they are valid signals.

[0028] The data processing module is used to perform several calculations on the rear axle speed ratio based on the effective vehicle speed signal and the effective output shaft speed signal to obtain the average value of the rear axle speed ratio.

[0029] A data storage module is provided to store the average value of the obtained rear axle speed ratio.

[0030] The storage module is an EEPROM, which stores the initial rear axle speed ratio value. After the data processing module obtains the average value of the rear axle speed ratio, it overwrites the initial rear axle speed ratio value.

[0031] A vehicle employing an AMT rear axle adaptive control system as described in any of the preceding items.

[0032] An apparatus includes a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor, when executing the computer program, performs the steps of the method as described in any of the preceding items.

[0033] A computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of the method as described in any of the preceding claims.

[0034] Compared with the prior art, the present invention has the following beneficial effects:

[0035] This invention proposes a rear axle adaptive control method for AMT in commercial vehicles. By adding TCO control of vehicle speed and TCO output shaft speed to the calculation of the rear axle speed ratio based on the two signals of ABS vehicle speed and transmission output shaft speed, redundant processing of vehicle speed signal and transmission output shaft speed signal is achieved, making the results of vehicle speed and transmission output shaft speed more accurate and improving the reliability of rear axle speed ratio.

[0036] Furthermore, since the tire radius may differ from the standard value due to the elastic deformation and hysteresis loss of the tire itself during driving, the adaptive rear axle speed ratio is used to compensate for the error of the tire radius during driving, so as to minimize the dynamic error of the tire radius. Attached Figure Description

[0037] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0038] Figure 1 This is a flowchart of the rear axle adaptive control method for AMT in commercial vehicles according to the present invention;

[0039] Figure 2 This is a detailed flowchart of the rear axle adaptive control method for AMT in commercial vehicles according to the present invention;

[0040] Figure 3 This is a block diagram of the rear axle adaptive control system for commercial vehicle AMT according to the present invention. Detailed Implementation

[0041] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0042] Therefore, the following detailed description of the embodiments of the invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the invention without inventive effort are within the scope of protection of the invention.

[0043] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0044] In the description of the embodiments of the present invention, it should be noted that if terms such as "upper," "lower," "horizontal," or "inner" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the product of the invention is in use, they are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present invention. Furthermore, terms such as "first" and "second" are only used to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0045] Furthermore, the use of the term "horizontal" does not imply that the component must be absolutely horizontal, but rather that it can be slightly tilted. For example, "horizontal" simply means that its direction is more horizontal than "vertical," and does not mean that the structure must be completely horizontal, but can be slightly tilted.

[0046] In the description of the embodiments of the present invention, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set," "install," "connect," and "link" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in the present invention according to the specific circumstances.

[0047] The present invention will now be described in further detail with reference to the accompanying drawings:

[0048] See Figures 1-2 The flowchart below shows a rear axle adaptive control method for AMT in commercial vehicles according to the present invention, which specifically includes the following steps:

[0049] S1 determines whether the vehicle meets the rear axle adaptive conditions; if the conditions are met, data is collected.

[0050] Specifically, mutual checks are performed between TCO vehicle speed and ABS vehicle speed, as well as between TCO output shaft speed and transmission output shaft speed. When both vehicle speed and output shaft speed checks are less than the set threshold, the rear axle adaptive condition is met.

[0051] S2, acquire vehicle speed signal and output shaft speed signal. The vehicle speed signal includes TCO vehicle speed and ABS vehicle speed. The output shaft speed signal includes TCO output shaft speed and transmission output shaft speed.

[0052] S3 verifies the vehicle speed signal and the output shaft speed signal to determine whether they are valid signals;

[0053] Collect the ABS speed and TCO speed of the vehicle outside the dead zone;

[0054] Determine whether the absolute value of the difference between the two vehicle speed signals is less than the check value;

[0055] If the absolute value of the difference between the two vehicle speed signals is less than the verification value, the transmission output shaft speed and TCO output shaft speed outside the dead zone are collected. It is then determined whether the absolute value of the difference between the two speed signals is less than the verification value. If the absolute value of the difference between the two speed signals is less than the verification value, the average rear axle speed ratio i is first calculated using the TCO vehicle speed and TCO output shaft speed. 01 Then, the average rear axle speed ratio i is obtained by calculating the ABS vehicle speed and transmission output shaft speed. 02 , for i 01 and i 02 The system performs a verification. If the verification is successful, the average value of the two speed signals is calculated and stored. Otherwise, it re-evaluates whether the absolute value of the difference between the two speed signals is less than the verification value. If the absolute value of the difference between the two speed signals is not less than the verification value, it determines whether the transmission output shaft speed is valid. If the transmission output shaft is valid, the average value of the rear axle speed ratio is calculated using the ABS vehicle speed and the transmission output shaft speed. If the transmission output shaft is invalid, the average value of the rear axle speed ratio is calculated using the ABS vehicle speed and the TCO output shaft speed.

[0056] If the absolute value of the difference between the two vehicle speed signals is not less than the verification value, then determine whether the ABS vehicle speed is effective;

[0057] If the ABS vehicle speed is effective, the ABS vehicle speed is used to determine whether the transmission output shaft speed is effective. If the transmission output shaft is effective, the average value of the rear axle speed ratio is calculated using the ABS vehicle speed and the transmission output shaft speed. If the transmission output shaft is ineffective, the average value of the rear axle speed ratio is calculated using the ABS vehicle speed and the TCO output shaft speed.

[0058] If the ABS vehicle speed is invalid, the TCO vehicle speed is used to determine whether the transmission output shaft speed is valid. If the transmission output shaft is valid, the average rear axle speed ratio is calculated using the TCO vehicle speed and the transmission output shaft speed. If the transmission output shaft is invalid, the average rear axle speed ratio is calculated using the TCO vehicle speed and the TCO output shaft speed.

[0059] S4. The rear axle speed ratio is calculated several times based on the effective vehicle speed signal and the effective output shaft speed signal to obtain the average value of the rear axle speed ratio.

[0060] Specifically, it is expressed using the following expression:

[0061]

[0062] Among them, i 后桥 N represents the rear axle speed ratio. out Indicates the output shaft speed, rpm; i 分动箱 This indicates the transfer case speed ratio; if there is no transfer case, this value is 1; r 轮胎 V represents the tire radius; V represents the vehicle speed.

[0063] S5, store the average rear axle speed ratio obtained.

[0064] In the rear axle adaptive control method, it is first verified whether both vehicle speed signals and both speed signals are available. If both vehicle speed and speed signals are available, the average rear axle speed ratio i over a period of time is adaptively calculated using the ABS vehicle speed and the transmission output shaft speed. 01 The average value is used because the calculation results of the rear axle speed ratio may have deviations each time. An averaging algorithm is introduced in the calculation process to average the calculated values ​​of the rear axle speed ratio at different times; then, the average value of the rear axle speed ratio i over a period of time is adaptively obtained using the TCO vehicle speed and the TCO output shaft speed. 02 Compare i 01 and i 02If the deviation between the two calculated rear axle ratios is too large, the algorithm will re-adapt until the final calculated result and the deviation between the rear axle ratio and the vehicle speed are no greater than a set threshold. If one of the vehicle speed and engine speed signals is available, the other signal is used for rear axle ratio adaptation, calculating the rear axle ratio value over a period of time and averaging it. The final calculated result is stored in the EEPROM when the driver turns off the engine and disconnects the power. The EEPROM is a computer storage chip that can retain data even after power is cut off. It is built into the TCU of the AMT transmission. The adaptive rear axle ratio value will be stored in the EEPROM when the driver turns off the engine and disconnects the power, replacing the initial rear axle ratio value stored internally. In this invention, the calculation of the rear axle ratio is automatically performed by the TCU system after the vehicle is powered on. The rear axle ratio calculation module will perform periodic calculations according to the set interrupt time and update the rear axle ratio value in real time. After the vehicle is powered off, the rear axle ratio obtained by the TCU system's adaptive algorithm is stored in the EEPROM. EEPROM is a non-volatile memory that retains data even after power loss. Upon the next power-up, the system first retrieves the rear axle ratio value from this memory. It should be noted that although the rear axle ratio is adaptively updated, a default rear axle ratio value is written to the memory. Upon the first power-up or after a software update, if the value calculated by the adaptive algorithm does not overwrite the original rear axle ratio value, the system will use this default value until the updated rear axle ratio value overwrites it.

[0065] Since the rear axle ratio is crucial, incorrect results can lead to problems with the transmission's calculated vehicle speed, thus affecting the transmission's shifting patterns. When both TCO and ABS vehicle speeds are inaccurate, the transmission's adaptive rear axle ratio becomes unreliable, and the instrument cluster will report a fault. Therefore, rigorous data accuracy checks are essential during initial testing. When comparing TCO and ABS vehicle speeds, experience dictates that the ABS speed is generally trusted. This invention verifies signal gradients and value loss. If either speed signal fails verification, either the TCO or ABS speed is replaced to achieve signal redundancy. Similarly, when the TCO output shaft speed signal and the AMT transmission output shaft speed signal differ, the AMT transmission output shaft speed is prioritized, but gradient and value loss checks are still performed to achieve redundancy in the transmission output shaft speed signal. After replacing a faulty signal, the rear axle ratio adaptive algorithm continues.

[0066] See Figure 3 This is a block diagram of a rear axle adaptive control system for an AMT (Automated Manual Transmission) system in a commercial vehicle according to the present invention, specifically including the following modules:

[0067] The first judgment module is used to determine whether the vehicle meets the rear axle adaptive conditions, and to collect data when the conditions are met.

[0068] The data acquisition module is used to acquire vehicle speed signals and output shaft speed signals. The vehicle speed signals include TCO vehicle speed and ABS vehicle speed, and the output shaft speed signals include TCO output shaft speed and transmission output shaft speed.

[0069] The second judgment module is used to verify the vehicle speed signal and the output shaft speed signal to determine whether they are valid signals.

[0070] The data processing module is used to perform several calculations on the rear axle speed ratio based on the effective vehicle speed signal and the effective output shaft speed signal to obtain the average value of the rear axle speed ratio.

[0071] The data storage module is used to store the obtained average rear axle speed ratio. The storage module is an EEPROM, which stores the initial rear axle speed ratio value. After the data processing module obtains the average rear axle speed ratio value, it overwrites the initial rear axle speed ratio value.

[0072] One embodiment of the present invention provides a vehicle that employs an AMT rear axle adaptive control system as described in any of the preceding claims.

[0073] One embodiment of the present invention provides a terminal device. This terminal device includes a processor, a memory, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the steps in the various method embodiments described above. Alternatively, when the processor executes the computer program, it implements the functions of each module / unit in the various device embodiments described above.

[0074] The computer program can be divided into one or more modules / units, which are stored in the memory and executed by the processor to complete the present invention.

[0075] The device / terminal equipment may be a desktop computer, laptop, handheld computer, cloud server, or other computing device. The device / terminal equipment may include, but is not limited to, a processor and a memory.

[0076] The processor may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc.

[0077] The memory can be used to store the computer program and / or module. The processor implements various functions of the device / terminal equipment by running or executing the computer program and / or module stored in the memory and calling the data stored in the memory.

[0078] If the modules / units integrated in the device / terminal equipment are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, all or part of the processes in the methods of the above embodiments can also be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the various method embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable medium can include: any entity or device capable of carrying the computer program code, recording media, USB flash drives, portable hard drives, magnetic disks, optical disks, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signals, telecommunication signals, and software distribution media, etc. It should be noted that the content included in the computer-readable medium can be appropriately added or removed according to the requirements of legislation and patent practice in the jurisdiction. For example, in some jurisdictions, according to legislation and patent practice, computer-readable media do not include electrical carrier signals and telecommunication signals.

[0079] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. An adaptive control method for the rear axle in an AMT (Automated Manual Transmission) system, characterized in that, Includes the following steps: Determine whether the vehicle meets the rear axle adaptive conditions; if the conditions are met, data is collected. Acquire vehicle speed signal and output shaft speed signal. The vehicle speed signal includes TCO vehicle speed and ABS vehicle speed. The output shaft speed signal includes TCO output shaft speed and transmission output shaft speed. Verify the vehicle speed signal and the output shaft speed signal to determine if they are valid signals; The rear axle speed ratio is calculated several times based on the effective vehicle speed signal and the effective output shaft speed signal to obtain the average value of the rear axle speed ratio. The average value of the rear axle speed ratio is stored; the specific steps for verifying the vehicle speed signal and the output shaft speed signal to determine whether they are valid signals are as follows: Collect the ABS speed and TCO speed of the vehicle outside the dead zone; Determine whether the absolute value of the difference between the two vehicle speed signals is less than the check value; If the absolute value of the difference between the two vehicle speed signals is less than the verification value, the transmission output shaft speed and TCO output shaft speed outside the dead zone are collected. It is then determined whether the absolute value of the difference between the two speed signals is less than the verification value. If the absolute value of the difference between the two speed signals is less than the verification value, the average rear axle speed ratio is first calculated using the TCO vehicle speed and TCO output shaft speed. i 01 Then, the average rear axle speed ratio is obtained by calculating the ABS vehicle speed and transmission output shaft speed. i 02 ,right i 01 and i 02 Perform a verification; if the verification is successful, calculate and store the average of the two values. Otherwise, re-evaluate whether the absolute value of the difference between the two vehicle speed signals is less than the verification value; if the absolute value of the difference between the two speed signals is not less than the verification value, then determine whether the transmission output shaft speed is valid; if the transmission output shaft is valid, then use the ABS vehicle speed and the transmission output shaft speed to calculate the average value of the rear axle speed ratio. If the transmission output shaft is ineffective, the average value of the rear axle speed ratio is calculated using the ABS vehicle speed and the TCO output shaft speed. If the absolute value of the difference between the two vehicle speed signals is not less than the verification value, then determine whether the ABS vehicle speed is effective; If the ABS vehicle speed is effective, the ABS vehicle speed is used to determine whether the transmission output shaft speed is effective. If the transmission output shaft speed is effective, the average value of the rear axle speed ratio is calculated using the ABS vehicle speed and the transmission output shaft speed. If the transmission output shaft is ineffective, the average value of the rear axle speed ratio is calculated using the ABS vehicle speed and the TCO output shaft speed. If the ABS vehicle speed is invalid, the TCO vehicle speed is used to determine whether the transmission output shaft speed is valid. If the transmission output shaft is valid, the average value of the TCO vehicle speed and the transmission output shaft speed is used to calculate the rear axle speed ratio. If the transmission output shaft is invalid, the average value of the rear axle speed ratio is calculated using the TCO vehicle speed and the TCO output shaft speed.

2. The AMT (Automated Guided Vehicle) rear-bridge adaptive control method as described in claim 1, characterized in that, The rear axle speed ratio is calculated several times based on the effective vehicle speed signal and the effective output shaft speed signal, specifically using the following expression: Among them, i 后桥 N represents the rear axle speed ratio. out Indicates the output shaft speed, rpm; i 分动箱 This indicates the transfer case speed ratio; if there is no transfer case, this value is 1; r 轮胎 V represents the tire radius; V represents the vehicle speed.

3. The AMT rear-bridge adaptive control method as described in claim 1, characterized in that, The verification of the vehicle speed signal and the output shaft rotation speed signal includes verifying the gradient of the signal and the loss of signal value.

4. The AMT rear-bridge adaptive control method as described in claim 1, characterized in that, The specific method for determining whether a vehicle meets the rear axle adaptive conditions is to perform mutual checks between TCO vehicle speed and ABS vehicle speed, as well as mutual checks between TCO output shaft speed and transmission output shaft speed. When both the vehicle speed check and the output shaft check are less than a set threshold, the rear axle adaptive conditions are met.

5. An AMT rear-bridge adaptive control system based on the AMT rear-bridge adaptive control method according to any one of claims 1-4, characterized in that, Specifically, it includes the following modules: The first judgment module is used to determine whether the vehicle meets the rear axle adaptive conditions, and to collect data when the conditions are met. The data acquisition module is used to acquire vehicle speed signals and output shaft speed signals. The vehicle speed signals include TCO vehicle speed and ABS vehicle speed, and the output shaft speed signals include TCO output shaft speed and transmission output shaft speed. The second judgment module is used to verify the vehicle speed signal and the output shaft speed signal to determine whether they are valid signals. The data processing module is used to perform several calculations on the rear axle speed ratio based on the effective vehicle speed signal and the effective output shaft speed signal to obtain the average value of the rear axle speed ratio. A data storage module is provided to store the average value of the obtained rear axle speed ratio.

6. The AMT rear axle adaptive control system as described in claim 5, characterized in that, The storage module is an EEPROM, which stores the initial rear axle speed ratio value. After the data processing module obtains the average value of the rear axle speed ratio, it overwrites the initial rear axle speed ratio value.

7. A vehicle, characterized in that, The rear axle adaptive control system for AMT as described in any one of claims 5-6 is adopted.

8. An apparatus comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the steps of the method as described in any one of claims 1-4.

9. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by a processor, it implements the steps of the method as described in any one of claims 1-4.

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