An AMT transmission main box gear shifting control method, system, device and medium

Abstract

The application discloses an AMT transmission main box gear shifting control method, system, equipment and medium, and belongs to the field of AMT transmission. The method is based on clutch position and engine torque to determine the main box gear shifting time. Firstly, the friction torque of the engine is corrected. According to the gear shifting instruction sent by the TCU, the instant road curvature, road slope and vehicle acceleration are obtained. According to the obtained parameters, the main box gear shifting control mode is determined. The friction torque is combined to obtain the main box gear shifting time in the mode, so that the AMT transmission main box gear shifting operation is completed. Compared with the existing method, the gear shifting strategy can save at least 200 ms of gear shifting time, thereby shortening the overall gear shifting time, reducing power loss and improving the fuel economy of the vehicle.

Description

Technical Field

[0001] This invention belongs to the field of AMT transmissions, specifically relating to an AMT transmission master gear shift control method, system, equipment, and medium. Background Technology

[0002] In commercial vehicle AMTs, if the TCU (Traction Control Unit) fails to promptly disengage the master gearbox during clutch disengagement and master gear shifting, the master gearbox shift fork may become stuck, causing shifting jerks throughout the vehicle. Currently, to prevent shifting jerks during master gear shifting, most commercial vehicle AMTs employ a control strategy of fully disengaging the clutch before disengaging the master gearbox. This method results in longer shift times, greater power loss, and negatively impacts fuel economy.

[0003] When the master gearbox is disengaged, the TCU controls the displacement of the shift fork shaft through the solenoid valve. If there is a large biting force between the sliding sleeve teeth and the gear teeth during disengagement (when the clutch is not fully disengaged), the master gearbox will jam, resulting in an unsmooth disengagement. If the TCU controls the solenoid valve to forcibly remove the sliding sleeve teeth from the gear teeth, the force between the two will cause mechanical damage to the sliding sleeve and the gear teeth, and the whole vehicle will experience problems such as jerking and shaking. Summary of the Invention

[0004] To overcome the shortcomings of the above-mentioned technologies, the present invention provides an AMT transmission master gearbox disengagement control method, system, device and medium, which can solve the technical problem that it is difficult to determine the timing of master gearbox disengagement in the prior art, resulting in the vehicle completing disengagement at an inappropriate time, causing jerking and vibration.

[0005] To achieve the above objectives, the present invention adopts the following technical solution:

[0006] A method for controlling the disengagement of the main gearbox of an AMT transmission includes:

[0007] S1: Correct the friction torque of the engine;

[0008] S2: Based on the shift command, obtain the real-time road curvature, road slope, and vehicle acceleration. Combined with the friction torque of S1 and the main gearbox disengagement control mode, obtain the moment when the main gearbox is disengaged.

[0009] S3: Based on the master gear disengagement time obtained from S2, complete the disengagement of the AMT transmission master gear;

[0010] Furthermore, in S1, the specific steps for correcting the engine's friction torque include:

[0011] Determine if the engine's friction torque is correct. If it is, proceed to the next step; otherwise, modify the engine ECU until the engine's friction torque is correct.

[0012] Furthermore, in S2, the current main gearbox disengagement control mode is determined based on the obtained real-time road curvature, road slope, and vehicle acceleration; the main gearbox disengagement control mode includes the accelerator-assisted flat road disengagement mode, the accelerator-assisted curve or slope disengagement mode, the zero-accelerator flat road disengagement mode, and the zero-accelerator curve or slope disengagement mode.

[0013] Furthermore, when the current main gearbox disengagement control mode is determined to be the accelerator pedal flat road disengagement mode, the actual torque is obtained in real time, and the real-time net torque is obtained based on the actual torque and friction torque; when the net torque obtained at a certain moment is within the first threshold range, that moment is obtained as the main gearbox disengagement moment.

[0014] Furthermore, when the current main gearbox disengagement control mode is determined to be the accelerator-assisted curve or slope disengagement mode, the road resistance torque is obtained based on the road curvature, road slope, and vehicle acceleration, and the actual torque is acquired in real time; when the difference between the actual torque and the road resistance torque at a certain moment is within the range of the second threshold, that moment is acquired as the main gearbox disengagement moment.

[0015] Furthermore, when the current main gearbox disengagement control mode is determined to be zero-throttle flat road disengagement mode, the actual torque is obtained in real time, and the real-time net torque is calculated based on the actual torque and friction torque; when the net torque obtained at a certain moment is within the range of the third threshold, that moment is obtained as the main gearbox disengagement moment.

[0016] Furthermore, when the current main gearbox disengagement control mode is determined to be zero-throttle curve or slope disengagement mode, the road resistance torque is obtained based on the road curvature, road slope, and vehicle acceleration, and the actual torque is obtained in real time; the real-time net torque is obtained based on the actual torque and friction torque; when the net torque obtained at a certain moment is equal to the road resistance torque, that moment is obtained as the main gearbox disengagement moment.

[0017] An AMT (Automated Manual Transmission) master gear disengagement control system, comprising the steps of the above-mentioned AMT master gear disengagement control method, including:

[0018] The calibration module is used to correct the friction torque of the engine.

[0019] The main gearbox disengagement timing acquisition module is used to obtain real-time road curvature, road slope, and vehicle acceleration based on the gear shift command, and combine the friction torque and main gearbox disengagement control mode to obtain the main gearbox disengagement timing.

[0020] The disengagement module is used to disengage the AMT transmission master gear according to the disengagement time of the master gear.

[0021] An apparatus comprising:

[0022] Memory, used to store computer programs;

[0023] A processor is used to implement the steps of the above-described AMT transmission master gear disengagement control method when executing the computer program.

[0024] A computer-readable storage medium storing a computer program, which, when executed by a processor, is used to implement the steps of the above-described AMT transmission master gearbox disengagement control method.

[0025] Compared with the prior art, the present invention has the following beneficial effects:

[0026] This invention provides an AMT transmission master gear disengagement control method. This method determines the master gear disengagement timing based on two factors: clutch position and engine torque. First, the engine friction torque is corrected. Based on the shift command issued by the TCU, real-time road curvature, road slope, and vehicle acceleration are obtained. The master gear disengagement control mode is determined based on the obtained parameters. Combined with the friction torque, the master gear disengagement time under this mode is obtained, thereby completing the AMT transmission master gear disengagement operation. Compared with existing methods, this disengagement strategy can save at least 200ms of shift time, thereby shortening the overall shift time, reducing power loss, and improving vehicle fuel economy.

[0027] Preferably, this method ensures the accuracy of the engine's friction torque by modifying the engine ECU, thereby ensuring the accuracy of the net torque, and ultimately ensuring the accuracy of obtaining the moment when the master gearbox is disengaged.

[0028] Preferably, in this method, the master gear shift control mode is divided into four modes according to the actual working conditions of the AMT transmission, including the accelerator-assisted flat road shift mode, the accelerator-assisted curve or slope shift mode, the zero-accelerator flat road shift mode, and the zero-accelerator curve or slope shift mode. Different control mechanisms are formulated for different modes to achieve smooth shifting of the master gear. Attached Figure Description

[0029] Figure 1 This is a schematic diagram of the AMT main gearbox of a commercial vehicle stuck in disengagement, provided in Embodiment 1 of the present invention;

[0030] Figure 2 A diagram of the AMT transmission master gear disengagement control strategy provided by the present invention;

[0031] Figure 3 This is a schematic diagram of the master gear disengagement with throttle on a flat road, provided in Embodiment 2 of the present invention;

[0032] Figure 4 This is a schematic diagram of the main gearbox disengaging at zero throttle on a flat road, provided in Embodiment 3 of the present invention.

[0033] Figure 5 This is a schematic diagram of the main gearbox disengaging at zero throttle on a curve or slope provided in Embodiment 4 of the present invention;

[0034] Figure 6 A flowchart of an AMT transmission master gear disengagement control method provided by the present invention;

[0035] Figure 7 This is a schematic diagram of the structure of an AMT transmission master gearbox disengagement control system provided by the present invention.

[0036] Figure label:

[0037] Accelerator pedal -1; Master gear shift -2; Engine speed -3; Input shaft speed -4; Actual engine torque -5; TSC1 transmission torque requirement -6; Clutch position -7. Detailed Implementation

[0038] This invention provides an AMT transmission master gearbox disengagement control method, such as... Figure 6 As shown, it includes the following steps:

[0039] A method for controlling the disengagement of the main gearbox of an AMT transmission includes:

[0040] S1: Correct the friction torque of the engine; S2: According to the shift command, obtain the real-time road curvature, road slope, and vehicle acceleration, and combine the friction torque of S1 and the master gear disengagement control mode to obtain the master gear disengagement time; S3: Complete the AMT transmission master gear disengagement based on the master gear disengagement time obtained in S2.

[0041] In S1, the specific steps for correcting the engine's friction torque include:

[0042] Determine if the engine's friction torque is correct. If it is, proceed to the next step; otherwise, modify the engine ECU until the engine's friction torque is correct.

[0043] In S2, the current main gearbox disengagement control mode is determined based on the obtained real-time road curvature, road slope, and vehicle acceleration. The main gearbox disengagement control mode includes the accelerator-assisted flat road disengagement mode, the accelerator-assisted curve or slope disengagement mode, the zero-accelerator flat road disengagement mode, and the zero-accelerator curve or slope disengagement mode.

[0044] On the one hand, when the current main gearbox disengagement control mode is determined to be the accelerator-assisted flat road disengagement mode, the actual torque is obtained in real time, and the real-time net torque is obtained based on the actual torque and friction torque; when the net torque obtained at a certain moment is within the first threshold range, that moment is obtained as the main gearbox disengagement moment; for example, the first threshold is 0-1 N·m, which can also be adjusted according to the actual working conditions.

[0045] On the other hand, when the current main gearbox disengagement control mode is determined to be the accelerator-driven curve or slope disengagement mode, the road resistance torque is obtained based on the road curvature, road slope, and vehicle acceleration, and the actual torque is obtained in real time; when the difference between the actual torque and the road resistance torque at a certain moment is within the range of the second threshold, that moment is obtained as the main gearbox disengagement moment; for example, the second threshold is 0-3 N·m, which can also be adjusted according to the actual working conditions.

[0046] On the other hand, when the current main gearbox disengagement control mode is determined to be zero-throttle flat road disengagement mode, the actual torque is obtained in real time, and the real-time net torque is calculated based on the actual torque and friction torque; when the net torque obtained at a certain moment is within the range of the third threshold, that moment is obtained as the moment when the main gearbox is disengaged; for example, the third threshold is 0-0.5 N·m, which can also be adjusted according to the actual working conditions.

[0047] On the other hand, when it is determined that the current main gearbox disengagement control mode is zero-throttle curve or slope disengagement mode, the road resistance torque is obtained based on the road curvature, road slope, and vehicle acceleration, and the actual torque is obtained in real time; the real-time net torque is obtained based on the actual torque and friction torque; when the net torque obtained at a certain moment is equal to the road resistance torque, that moment is obtained as the main gearbox disengagement moment.

[0048] like Figure 7 As shown, the present invention also provides an AMT transmission master gearbox disengagement control system, comprising: a correction module, a master gearbox disengagement time acquisition module, and a disengagement module; the correction module is used to correct the friction torque of the engine; the master gearbox disengagement time acquisition module is used to acquire the real-time road curvature, road slope, and vehicle acceleration according to the shift command, and combine the friction torque and the master gearbox disengagement control mode to obtain the master gearbox disengagement time; the disengagement module is used to complete the disengagement of the AMT transmission master gearbox according to the master gearbox disengagement time.

[0049] The present invention also provides an apparatus comprising: a memory for storing a computer program; and a processor for executing the computer program to implement the steps of the AMT transmission master gear disengagement control method.

[0050] When the processor executes the computer program, it implements the above-mentioned steps for AMT transmission master gear disengagement control, such as: correcting the engine's friction torque; obtaining real-time road curvature, road slope, and vehicle acceleration according to the shift command, and combining the friction torque and master gear disengagement control mode to obtain the master gear disengagement time; and completing the AMT transmission master gear disengagement according to the master gear disengagement time.

[0051] Alternatively, when the processor executes the computer program, it implements the functions of each module in the above system, such as: a calibration module for correcting the friction torque of the engine; a master gear disengagement timing acquisition module for acquiring the real-time road curvature, road slope, and vehicle acceleration according to the shift command, and obtaining the master gear disengagement timing by combining the friction torque and the master gear disengagement control mode; and a disengagement module for completing the disengagement of the AMT transmission master gear according to the master gear disengagement timing.

[0052] For example, 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. The one or more modules / units can be a series of computer program instruction segments capable of performing preset functions, the instruction segments describing the execution process of the computer program in the AMT transmission master gearbox disengagement control device. For example, the computer program can be divided into a correction module, a master gearbox disengagement time acquisition module, and a disengagement module; the specific functions of each module are as follows: the correction module is used to correct the engine's friction torque; the master gearbox disengagement time acquisition module is used to acquire the instantaneous road curvature, road slope, and vehicle acceleration according to the shift command, and combine the friction torque and master gearbox disengagement control mode to obtain the master gearbox disengagement time; the disengagement module is used to complete the disengagement of the AMT transmission master gearbox according to the master gearbox disengagement time.

[0053] The AMT transmission master gear shift control device can be a desktop computer, laptop, handheld computer, or cloud server, etc. The AMT transmission master gear shift control device may include, but is not limited to, a processor and memory. Those skilled in the art will understand that the above are examples of AMT transmission master gear shift control devices and do not constitute a limitation on the AMT transmission master gear shift control device. It may include more components than described above, or combine certain components, or different components. For example, the AMT transmission master gear shift control device may also include input / output devices, network access devices, buses, etc.

[0054] The processor can 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. The general-purpose processor can be a microprocessor, or any conventional processor. The processor is the control center for the AMT transmission master gearbox disengagement control, connecting various parts of the AMT transmission master gearbox disengagement control equipment via various interfaces and lines.

[0055] The memory can be used to store the computer program and / or module. The processor implements various functions of the AMT transmission master gearbox disengagement control device by running or executing the computer program and / or module stored in the memory and calling the data stored in the memory.

[0056] The memory may primarily include a program storage area and a data storage area. The program storage area may store the operating system and at least one application program required for a given function (such as sound playback or image playback). The data storage area may store data created based on the use of the phone (such as audio data or a phonebook). Furthermore, the memory may include high-speed random access memory (RAM) and non-volatile memory, such as hard disks, RAM, plug-in hard disks, SmartMediaCards (SMC), Secure Digital (SD) cards, flash cards, at least one disk storage device, flash memory device, or other volatile solid-state storage devices.

[0057] The present invention also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of the AMT transmission master gearbox disengagement control method.

[0058] If the modules / units integrated into the AMT transmission master gearbox disengagement control system are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium.

[0059] Based on this understanding, the present invention can implement all or part of the processes in the above-described AMT transmission master gear shift control method, or it can be accomplished 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 above-described AMT transmission master gear shift control method. The computer program includes computer program code, which can be in the form of source code, object code, executable file, or a preset intermediate form, etc.

[0060] The computer-readable storage medium may include: any entity or device capable of carrying the computer program code, recording media, USB flash drive, portable hard drive, magnetic disk, optical disk, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signal, telecommunication signal, and software distribution medium, etc.

[0061] It should be noted that the content contained in the computer-readable storage medium may be appropriately increased or decreased according to the requirements of legislation and patent practice in the jurisdiction. For example, in some jurisdictions, according to legislation and patent practice, the computer-readable storage medium does not include electrical carrier signals and telecommunication signals.

[0062] Example 1

[0063] The present invention will be further described below with reference to embodiments and accompanying drawings:

[0064] To address the technical problems mentioned in the background section, namely the difficulty in determining the optimal timing for disengaging the main gearbox, which leads to the vehicle disengaging at an inappropriate time, resulting in jerking, vibration, and jamming, the following specific measures are taken: Figure 1 As shown:

[0065] Figure 1 1 is the accelerator pedal. Figure 1 1. Throttle position is 100% open. 2. Main gear position displacement. 3. Engine speed; during gear shifting, the speed changes from the current gear to the target gear. 4. Input shaft speed; during gear shifting, the input shaft drops first due to clutch disengagement, then synchronizes with the engine speed. 5. Actual engine torque. 6. Torque required by the TSC1 transmission. 7. Clutch position; in the diagram, moving clutch position 7 upwards indicates disengagement, and moving it downwards indicates engagement. From... Figure 1As can be seen from the above, during the shifting and torque clearing phase of the AMT transmission, that is, when the torque required by the TSC1 transmission is 6, the actual engine torque 5 is controlled at a certain slope to perform a torque zeroing process. When the actual engine torque 5 gradually decreases to 0 N·m, the master gearbox begins to disengage. That is, the timing of master gearbox disengagement is when the clutch is almost fully disengaged. At this time, the gear position displacement 1 cannot be immediately in place, and the master gearbox shift fork becomes stuck (the master gearbox gear position displacement 2 from...). Figure 1 (The vehicle did not immediately return to the middle position but moved a short distance and maintained that position for a period of time.) The reason for this is that the net engine torque (actual engine torque - engine friction torque) is not 0 N·m at this time. The disengagement action occurs before the clutch is fully disengaged, and the positive output torque of the engine remains on the gear teeth. Because the engine clears torque quickly, the reverse drag torque of the vehicle on a flat road is approximately 0 N·m. At this time, the meshing torque between the gear and the sliding sleeve gear is relatively large, making it difficult to disengage.

[0066] Therefore, this embodiment provides an AMT transmission master gearbox disengagement control method, which can meet the vehicle's shifting smoothness while shortening shift time; such as Figure 2 As shown, the specific method for disengaging the main gearbox of an AMT transmission is as follows:

[0067] The TCU first determines whether the engine's friction torque is accurate. The specific test method here is: with the engine in neutral and the accelerator pedal pressed, the actual engine torque (actual engine torque - engine friction torque) is ≤2% at each speed, thus ensuring that the net torque (actual engine torque - engine friction torque) value of the engine is accurate.

[0068] Once the engine friction torque transmission is confirmed to be accurate, when the driver needs to disengage the master transmission, the TCU determines the vehicle's driving state based on factors such as road curvature, slope, and vehicle acceleration (vehicle acceleration is calculated by differentiating from vehicle speed). This yields the engine torque converted to wheel-end torque and the road resistance torque (road resistance torque is calculated using the dynamic equation as (slope resistance torque (0 N·m on flat roads) + road resistance torque (road friction coefficient approximately 0.001)). Air resistance is negligible at this point. The optimal disengagement time is when the difference between engine torque * transmission ratio * rear axle ratio - (slope resistance torque + road resistance torque (road friction coefficient approximately 0.001)) is 0 (i.e., acceleration resistance is 0 N·m, and vehicle acceleration is 0 m / s²). 2 In theory, the smoothest disengagement during the torque shifting process occurs when the vehicle is moving at a constant speed, i.e., when the vehicle's acceleration is 0 m / s². 2However, due to the friction torque and torque delay of the engine, the gear is usually disengaged when the actual engine torque is positive. The disengagement action (main gearbox disengagement control mode) is divided into four types depending on whether the driver presses the accelerator: pressing the accelerator on a flat road, pressing the accelerator on a curve or slope, zero accelerator on a flat road, and zero accelerator on a curve or slope. Each type of disengagement corresponds to its own disengagement timing, so that the vehicle's disengagement action is more in line with actual needs.

[0069] Example 2

[0070] like Figure 3 The diagram shown illustrates the shifting off mode with the accelerator pressed on a flat road, i.e., the shifting off mode on a flat road with the accelerator pressed. Figure 2 If the TCU determines whether the net engine torque (actual engine torque - engine friction torque) is less than the set threshold (e.g., 0.5 N·m) and the torque value corresponding to the clutch position also meets the engine torque threshold requirement, then the TCU will control the shift solenoid valve to disengage the master gearbox. At this time, the meshing force between the sliding sleeve teeth and the shift teeth is minimal, and the torque difference between the front and rear teeth of the shift sleeve is about 0 N·m. Therefore, disengaging the master gearbox will be very smooth at this time.

[0071] Example 3

[0072] like Figure 4 The image shows the shift mode for zero-throttle shifting of the master gear on a level road, i.e., zero-throttle shifting on a level road. Figure 2 When the vehicle needs to shift gears, in order to reduce the power loss of the vehicle, the TCU will disengage the main gearbox as quickly as possible. Specifically, the TCU controls the engine to output a friction torque at approximately the same speed through the TSC1 transmission torque demand control, ensuring that the engine net torque (actual engine torque - engine friction torque) is around 0 N·m. Since the resistance torque transmitted by the sliding sleeve gear is around 0 N·m, when the TCU detects that the engine output torque reaches the TSC1 torque demand value, it will disengage the gear, thereby ensuring the vehicle's fuel economy and shifting smoothness.

[0073] Example 4

[0074] like Figure 5 The diagram shows the shift mode with zero throttle on a curve or slope, i.e., the shift mode with throttle on a curve or slope. Figure 2Under this operating condition, the rear end of the vehicle is often under heavy load. The sliding sleeve teeth will mesh more tightly with the front gear teeth compared to a flat road surface. Even if the engine's net torque (actual engine torque - engine friction torque) is 0 N·m, disengaging the main gearbox will be difficult. Therefore, the TCU will send a large positive torque demand in advance to ensure that the torque converted from the engine torque to the wheel end - road resistance torque is approximately 0 N·m before disengaging the main gearbox. The success of disengaging the main gearbox under this condition affects the success rate of subsequent gear engagements on curves or slopes. If the main gearbox disengagement becomes stuck, it can easily cause the vehicle to stop or roll backwards. Therefore, the control method provided in this embodiment can precisely control the timing of main gearbox disengagement, thereby ensuring smooth disengagement of the main gearbox under curves or slopes.

[0075] As can be seen from the above embodiments, the present invention provides an AMT transmission master gearbox disengagement control method, which has the following advantages compared with the prior art:

[0076] First, it can better avoid the problem of jamming when the main gear is disengaged.

[0077] The basic strategy for TCU disengagement is to determine the timing of main gearbox disengagement using two parameters: clutch position and engine torque. This method also incorporates parameters such as road slope and curves to set different main gearbox disengagement strategies, thereby achieving smooth main gearbox disengagement.

[0078] Secondly, it enables more accurate timing for disengaging the main gearbox, thus shortening the overall gear shifting time.

[0079] Compared to existing master gear disengagement strategies, this method does not wait until the clutch is fully disengaged before disengaging. The software matches the transmitted torque and resistance torque at the clutch position. When the driver presses the accelerator, the TCU disengages the master gear when the clutch is disengaged to the appropriate position. When the driver does not press the accelerator, the TCU issues the corresponding TSC1 torque requirement based on the actual operating conditions to match the resistance torque transmitted from the transmission output shaft. Extensive real-vehicle testing has shown that this disengagement strategy can save at least 200ms of shift time compared to existing methods, thereby shortening the overall shift time, reducing power loss, and improving vehicle fuel economy.

[0080] The above embodiments are merely one of the implementation methods for achieving the technical solution of the present invention. The scope of protection claimed by the present invention is not limited to this embodiment, but also includes any variations, substitutions and other implementation methods that can be easily conceived by those skilled in the art within the scope of the technology disclosed in the present invention.

Claims

1. A method for controlling the disengagement of the main gearbox of an AMT transmission, characterized in that, include: S1: Correct the friction torque of the engine; S2: Based on the shift command, obtain the real-time road curvature, road slope, and vehicle acceleration. Combined with the friction torque of S1 and the main gearbox disengagement control mode, obtain the moment when the main gearbox is disengaged. S3: Based on the master gear disengagement time obtained from S2, complete the disengagement of the AMT transmission master gear; In S1, the specific steps for correcting the engine's friction torque include: Determine if the engine's friction torque is correct. If it is, proceed to the next step; otherwise, modify the engine ECU until the engine's friction torque is correct. In S2, the current main gearbox disengagement control mode is determined based on the obtained real-time road curvature, road slope, and vehicle acceleration. The main gearbox disengagement control mode includes the accelerator-assisted flat road disengagement mode, the accelerator-assisted curve or slope disengagement mode, the zero-accelerator flat road disengagement mode, and the zero-accelerator curve or slope disengagement mode.

2. The AMT transmission master gearbox disengagement control method according to claim 1, characterized in that, When the current master gear shift control mode is determined to be the accelerator pedal flat road shift mode, the actual torque is obtained in real time, and the real-time net torque is obtained based on the actual torque and friction torque; when the net torque obtained at a certain moment is within the first threshold range, that moment is obtained as the master gear shift moment.

3. The AMT transmission master gearbox disengagement control method according to claim 1, characterized in that, When the current main gearbox disengagement control mode is determined to be the accelerator-assisted curve or slope disengagement mode, the road resistance torque is obtained based on the road curvature, road slope, and vehicle acceleration, and the actual torque is acquired in real time; when the difference between the actual torque and the road resistance torque at a certain moment is within the range of the second threshold, that moment is acquired as the main gearbox disengagement moment.

4. The AMT transmission master gearbox disengagement control method according to claim 1, characterized in that, When the current main gearbox disengagement control mode is determined to be zero-throttle flat road disengagement mode, the actual torque is obtained in real time, and the real-time net torque is calculated based on the actual torque and friction torque; when the net torque obtained at a certain moment is within the range of the third threshold, that moment is obtained as the main gearbox disengagement moment.

5. The AMT transmission master gearbox disengagement control method according to claim 1, characterized in that, When the current main gearbox disengagement control mode is determined to be zero-throttle curve or slope disengagement mode, the road resistance torque is obtained based on the road curvature, road slope, and vehicle acceleration, and the actual torque is obtained in real time; the real-time net torque is obtained based on the actual torque and friction torque; when the net torque obtained at a certain moment is equal to the road resistance torque, that moment is obtained as the main gearbox disengagement moment.

6. An AMT transmission master gearbox disengagement control system, used to implement the steps of the AMT transmission master gearbox disengagement control method according to any one of claims 1-5, characterized in that, include: The calibration module is used to correct the friction torque of the engine. The main gearbox disengagement timing acquisition module is used to obtain real-time road curvature, road slope, and vehicle acceleration based on the gear shift command, and combine the friction torque and main gearbox disengagement control mode to obtain the main gearbox disengagement timing. The disengagement module is used to disengage the AMT transmission master gear according to the disengagement time of the master gear.

7. A device, characterized in that, include: Memory, used to store computer programs; A processor, configured to execute the computer program to implement the steps of the AMT transmission master gear disengagement control method according to any one of claims 1-5.

8. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by the processor, it is used to implement the steps of the AMT transmission master gear disengagement control method according to any one of claims 1-5.

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