A static gear shifting control method, device and medium of an AMT gearbox

Abstract

The embodiment of the specification discloses a static gear shifting control method and device of an AMT gearbox and a medium, relates to the technical field of gear shifting control, and the method comprises the following steps: in a static state of a vehicle, a real-time gear shifting signal of a user is received to determine a target gear position through the real-time gear shifting signal; under the triggering of the real-time gear shifting signal, a gearbox control unit is used to control the AMT gearbox to perform a gear disengaging operation on a pre-determined current gear position to determine that the current real-time gear position is a neutral gear; the gearbox control unit is used to control the AMT gearbox to perform a gear engaging operation according to the target gear position and to drive a clutch to slowly engage to a preset slip point position, so as to realize static gear shifting. The gearbox control unit is used to control the AMT gearbox to perform gear disengaging and gear engaging operations, which can ensure the accuracy and stability of the gear shifting process, synchronously perform gear engaging and clutch slow engaging, effectively shorten the gear shifting time, and make the static gear engaging fast and stable.

Description

Technical Field

[0001] This specification relates to the field of shift control technology, and in particular to a static shift control method, device and medium for an AMT transmission. Background Technology

[0002] An Automated Mechanical Transmission (AMT) is an automatic transmission system consisting of a traditional dry friction plate clutch and a manual gearbox, plus a Transmission Control Unit (TCU) and shift / clutch actuators. Automatic shifting is achieved by the shift actuator, while automatic clutch engagement and disengagement are achieved by the clutch actuator. In recent years, AMT has shown explosive growth in the domestic commercial vehicle market. It eliminates the need for driver operation, significantly reducing labor intensity and improving fuel economy. Therefore, AMT has great development potential in commercial vehicles.

[0003] When the vehicle is stationary, in traditional gear shifting control, the transmission input shaft speed is increased to a certain value by slowly engaging the clutch before engaging the target gear. Then the clutch is disengaged, and the gear is engaged. This entire gear engagement process is time-consuming. Therefore, the traditional gear shifting control process requires multiple steps, resulting in a long gear engagement time. Summary of the Invention

[0004] This specification provides one or more embodiments of a static shift control method, device, and medium for an AMT transmission, which solves the following technical problem: the traditional shift control process requires multiple steps to engage the gear, resulting in a long engagement time.

[0005] One or more embodiments of this specification employ the following technical solutions:

[0006] This specification provides one or more embodiments of a static shift control method for an AMT (Automated Manual Transmission) gearbox. The method includes: receiving a real-time shift signal from a user when the vehicle is stationary, and determining a target gear based on the real-time shift signal; upon triggering the real-time shift signal, controlling the AMT gearbox via a transmission control unit to perform a disengagement operation on the pre-determined current gear to determine that the current real-time gear is neutral; and controlling the AMT gearbox via the transmission control unit to perform a gear engagement operation according to the target gear, and slowly engaging the clutch to a preset slip point position to achieve static shifting.

[0007] Furthermore, after controlling the AMT transmission to perform a gear engagement operation according to the target gear and slowly engaging the clutch to the preset slip point position via the transmission control unit, the method further includes: acquiring multiple real-time gear position signals; determining the real-time shift state based on the multiple real-time gear position signals, wherein the real-time shift state includes either successful shift or abnormal shift; when the real-time shift state is abnormal shift, recording the number of abnormal shifts via the transmission control unit to determine the current number of abnormal shifts; and determining a correction strategy for the abnormal shifts based on the current number of abnormal shifts and a preset abnormal shift threshold, wherein the correction strategy includes a slip point position correction strategy and a transmission input shaft speed threshold correction strategy.

[0008] Furthermore, by using the current number of abnormal gear shifts and a preset abnormal number threshold, a correction strategy for the abnormal gear shifts is determined, specifically including: when the current number of abnormal gear shifts is not greater than the preset abnormal number threshold, the slip point position is corrected according to the current number of abnormal gear shifts to determine the current slip point position parameter; according to the current slip point position parameter, the AMT transmission is controlled to perform a gear engagement operation according to the target gear, and the clutch is driven to slowly engage to the corresponding current slip point position.

[0009] Furthermore, based on the current number of abnormal gear shifts, the position of the slip point is corrected to determine the current slip point position parameters. Specifically, this includes: determining the corresponding current offset correction amount based on the current number of abnormal gear shifts and a pre-set offset correction parameter; determining the initial slip point position information corresponding to the slip point position, and correcting the initial slip point position information based on the current offset correction amount to determine the current slip point position parameters.

[0010] Furthermore, by using the current number of abnormal gear shifts and a preset abnormal shift threshold, a correction strategy for the abnormal gear shifts is determined. Specifically, this includes: when the current number of abnormal gear shifts exceeds the preset abnormal shift threshold, correcting the preset transmission input shaft speed threshold based on the current number of abnormal gear shifts to determine the current input shaft speed threshold; controlling the clutch to slowly engage via the transmission control unit to collect the real-time transmission input shaft speed; when the real-time transmission input shaft speed exceeds the current input shaft speed threshold, controlling the clutch to disengage via the transmission control unit and collecting the clutch disengagement position signal; based on the clutch disengagement position signal, determining whether the clutch is fully disengaged; and when the clutch is fully disengaged, controlling the transmission to engage a gear via the transmission control unit.

[0011] Furthermore, determining the real-time shifting state based on the plurality of real-time gear position signals specifically includes: determining whether the real-time gear position signals are stable within a preset time period based on the plurality of real-time gear position signals; when the real-time gear position signals are stable within the preset time period, determining that the real-time shifting state is an abnormal shifting state.

[0012] Furthermore, before the AMT transmission is controlled to perform a gear engagement operation according to the target gear and drive the clutch to slowly engage to the preset slip point position via the transmission control unit, the method further includes: pre-collecting historical clutch operating parameters under different operating states to construct a clutch dataset for each operating state, wherein the historical clutch operating parameters include speed, torque, and oil temperature; constructing a learning model corresponding to each operating state using the clutch dataset for each operating state; and determining the slip point position information corresponding to each operating state using the learning model.

[0013] Furthermore, determining the target gear through the real-time gear shift signal specifically includes: collecting the vehicle's current weight information and the current slope information of the road where the vehicle is located; matching the current vehicle weight information and the current slope information in a pre-built gear matching table to determine the target gear corresponding to the vehicle.

[0014] This specification provides one or more embodiments of a static shift control device for an AMT (Automated Manual Transmission) gearbox, comprising:

[0015] At least one processor; and,

[0016] A memory communicatively connected to the at least one processor; wherein,

[0017] The memory stores instructions that can be executed by the at least one processor, the instructions being executed by the at least one processor to enable the at least one processor to:

[0018] When the vehicle is stationary, the system receives real-time shift signals from the user to determine the target gear. Upon triggering the real-time shift signal, the system controls the AMT transmission to disengage from the predetermined gear via the transmission control unit, thus confirming the current gear as neutral. The system then controls the AMT transmission to engage the target gear via the same control unit, and slowly engages the clutch to a preset slip point position to achieve static shifting.

[0019] This specification provides one or more embodiments of a non-volatile computer storage medium storing computer-executable instructions, wherein the computer-executable instructions are configured as follows:

[0020] When the vehicle is stationary, the system receives real-time shift signals from the user to determine the target gear. Upon triggering the real-time shift signal, the system controls the AMT transmission to disengage from the predetermined gear via the transmission control unit, thus confirming the current gear as neutral. The system then controls the AMT transmission to engage the target gear via the same control unit, and slowly engages the clutch to a preset slip point position to achieve static shifting.

[0021] The above-mentioned at least one technical solution adopted in the embodiments of this specification can achieve the following beneficial effects: by receiving the user's real-time shift signal to determine the target gear, the driver can perform shifting operations more conveniently, simplify the shifting process, and improve driving comfort; by using the transmission control unit to control the AMT transmission to perform disengagement and engagement operations, the accuracy and smoothness of the shifting process can be ensured, and the engagement of the gear and the slow engagement of the clutch are synchronized, effectively shortening the shifting time and making static gear engagement both fast and stable. Attached Figure Description

[0022] To more clearly illustrate the technical solutions in the embodiments or prior art of this specification, the drawings used in the description of the embodiments or prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in this specification. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort. In the drawings:

[0023] Figure 1 A flowchart illustrating a static shift control method for an AMT transmission provided in an embodiment of this specification;

[0024] Figure 2 This is a schematic diagram of the structure of a static shift control device for an AMT transmission provided in an embodiment of this specification. Detailed Implementation

[0025] To enable those skilled in the art to better understand the technical solutions in this specification, the technical solutions in the embodiments of this specification will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this specification, and not all embodiments. Based on the embodiments of this specification, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of this specification.

[0026] An Automated Mechanical Transmission (AMT) is an automatic transmission system consisting of a traditional dry friction plate clutch and a manual gearbox, plus a Transmission Control Unit (TCU) and shift / clutch actuators. Automatic shifting is achieved by the shift actuator, while automatic clutch engagement and disengagement are achieved by the clutch actuator. In recent years, AMT has shown explosive growth in the domestic commercial vehicle market. It eliminates the need for driver operation, significantly reducing labor intensity and improving fuel economy. Therefore, AMT has great development potential in commercial vehicles.

[0027] When the vehicle is stationary, in traditional gear shifting control, the transmission input shaft speed is increased to a certain value by slowly engaging the clutch before engaging the target gear. Then the clutch is disengaged, and the gear is engaged. This entire gear engagement process is time-consuming. Therefore, the traditional gear shifting control process requires multiple steps, resulting in a long gear engagement time.

[0028] This specification provides a static shift control method for an AMT transmission. It should be noted that the execution subject in this specification embodiment can be a server or any device with data processing capabilities. Figure 1 This is a flowchart illustrating a static shift control method for an AMT transmission provided in an embodiment of this specification, as shown below. Figure 1 As shown, the main steps include the following:

[0029] Step S101: When the vehicle is stationary, receive the user's real-time gear shift signal to determine the target gear.

[0030] In one embodiment of this specification, the vehicle stationary state refers to the current stationary state of the vehicle. In this state, after the user moves the gear shift lever, the system receives the real-time gear shift signal triggered by the user and matches the appropriate gear through the transmission control unit (TCU).

[0031] The target gear is determined by using the real-time gear shift signal. Specifically, this involves: collecting the vehicle's current weight information and the current slope information of the road where the vehicle is located; matching the current weight information and the current slope information with a pre-built gear matching table to determine the target gear corresponding to the vehicle.

[0032] In one embodiment of this specification, triggered by receiving a real-time gear shift signal from the user, the vehicle's current weight information is collected. This current weight information corresponds to various conditions such as the vehicle being empty, loaded, or fully loaded; that is, the current weight information is the vehicle's total weight, which can be obtained through a weight sensor. In addition to the weight data, the slope of the road the vehicle is currently on also needs to be collected, i.e., the current slope information. The slope of the road the vehicle is on can also be understood as the vehicle's tilt angle or gradient, which can be collected through a slope sensor or an inclination sensor.

[0033] Understandably, different vehicle weights and gradients require different amounts of power. Heavier vehicles or those on steeper inclines need more power to overcome gravity and resistance to move smoothly. Therefore, selecting the appropriate gear helps the engine transmit power more efficiently to meet the vehicle's power needs under different conditions. Furthermore, choosing the right gear also ensures driving safety. On steep inclines, selecting too low a gear may lead to excessive speed and difficulty in control; while selecting too high a gear may result in insufficient power or even dangerous situations like slipping. Therefore, selecting the appropriate gear based on vehicle weight and gradient ensures stability and safety during driving.

[0034] In one embodiment of this specification, multiple tests are conducted beforehand to statistically analyze the vehicle weight and gradient suitable for different gears, thereby constructing a gear matching table. It should be noted that the gear matching table includes various vehicle weight scenarios, different gradient ranges corresponding to each vehicle weight scenario, and the corresponding suitable gears. For example, when the vehicle weight is 49 tons, different gradient ranges correspond to different gears: 0 degrees to 3 degrees corresponds to one gear (excluding 3 degrees), and 3 degrees to 5 degrees corresponds to one gear (including 3 degrees but excluding 5 degrees). The target gear for the vehicle is determined by looking up the gear matching table using the current vehicle weight and gradient information. By matching the appropriate gear according to the vehicle weight and gradient using the above technical solution, the vehicle's power, fuel economy, and driving safety can be improved.

[0035] Step S102: Under the trigger of the real-time shift signal, the transmission control unit controls the AMT transmission to perform a disengagement operation on the predetermined current gear to determine that the current real-time gear is neutral.

[0036] Taking a 12-speed AMT as an example, a typical AMT structure has a synchronizer-type front and rear auxiliary gearboxes (also known as interlocking gearboxes) and a coupling sleeve structure for the main gearbox. In a typical AMT, when shifting from 2nd to 3rd gear, the main gearbox first disengages, followed by the simultaneous selection and interlocking gearboxes. Once the main gearbox has selected and engaged the interlocking gear, it begins to engage the gear. When the vehicle is stationary and the engine is started, the TCU (Transmission Control Unit) selects an appropriate gear based on the vehicle's weight and gradient. For example, if the vehicle is fully loaded on a flat road, the target gear is 2nd. If the driver deems the gear unsuitable, they can manually shift up or down using the gearbox lever. For example, shifting the lever up will shift to 1st gear, updating the target gear to 3rd. Traditionally, when shifting from 2nd to 3rd, the transmission input shaft speed is gradually increased from 0 to a certain RPM by slowly engaging the clutch before engaging the target gear. The clutch is then disengaged, and the gear is engaged immediately after disengagement. This method takes a relatively long time.

[0037] In one embodiment of this specification, when the vehicle is stationary and the engine is already running, the vehicle is in neutral. The driver prepares to engage gear by manually shifting the gear lever. The vehicle then selects an appropriate gear based on vehicle weight and incline, such as 2nd gear. The TCU controls the clutch to disengage and completes the gear engagement. The current gear is 2nd. If the driver deems the gear unsuitable, they can manually shift up by shifting the gear lever, e.g., shifting the lever upwards to 1st gear, with the target gear being 3rd. At this point, the TCU controls the AMT to perform a disengagement action, i.e., the master transmission returns to neutral. The TCU also collects the position signal from the shift position sensor to determine if the disengagement is complete.

[0038] In step S103, the transmission control unit controls the AMT transmission to perform a gear shifting operation according to the target gear and drives the clutch to slowly engage to the preset slip point position to achieve static gear shifting.

[0039] In one embodiment of this specification, when the TCU detects that the gear has been disengaged via the shift position sensor, the TCU will proceed to the next step: according to the target gear, it will drive the gear selection and engagement solenoid valves to operate, and determine whether the gear selection and engagement are in place based on the position sensor. After the gear selection and engagement are in place, the TCU will control the gear engagement operation, and simultaneously drive the clutch to slowly engage to the preset slip point position. Through the slipping of the clutch, the engine will slightly increase the input shaft speed from 0, causing a change in the relative position between the gears, reducing the likelihood of gear collisions and increasing the probability of successful gear engagement. Synchronizing gear engagement and slow clutch engagement effectively shortens the shift time, making static gear engagement both fast and stable, avoiding the time-consuming problem of slow clutch engagement, clutch disengagement, and gear engagement after disengagement.

[0040] The method further includes: controlling the AMT transmission control unit to perform gear engagement according to the target gear and driving the clutch to slowly engage to the preset slip point position; pre-collecting historical clutch operating parameters under different working conditions to construct a clutch dataset for each working condition, wherein the historical clutch operating parameters include speed, torque and oil temperature; constructing a learning model corresponding to each working condition using the clutch dataset for each working condition; and determining the slip point position information corresponding to each working condition using the learning model.

[0041] In one embodiment of this specification, the slip point, also known as the Kiss Point (KP), is a crucial position for the clutch during torque transmission. At this point, the clutch just begins to transmit torque, thus requiring control of the drive motor's output torque. The position of the slip point varies depending on the vehicle's operating conditions; therefore, determining the clutch slip point position under different operating conditions is a key step in ensuring proper transmission operation and improving vehicle performance and driving experience.

[0042] In one embodiment of this specification, clutch operating data is collected under different vehicle weight and gradient conditions, including parameters such as the rotational speed and pressure of the clutch's driving and driven ends. The collected data is preprocessed to remove noise and outliers, ensuring the accuracy and reliability of the data. It should be noted that the dataset can be categorized according to the vehicle's operating state to obtain clutch datasets for each operating state. For example, operating states include shifting to neutral when the vehicle is stationary, the first engine start when the vehicle is static, and coasting in neutral while the vehicle is moving.

[0043] Next, a predictive model for the clutch slip point location is established based on machine learning methods, such as neural networks or support vector machines. Features related to the slip point location are extracted from the collected data, such as vehicle status information (e.g., vehicle weight, slope), clutch operating parameters (e.g., pressure, speed), and environmental conditions, and used as input to the model. Then, a label is defined for each data sample, representing the actual location of the slip point. These labels are obtained through actual measurement or expert evaluation and serve as the target for model learning. The extracted features and defined labels are used to train the model. During training, the model learns the mapping relationship between features and labels and adjusts its internal parameters to minimize prediction error. Historical data and expert knowledge are used to train and optimize the model, enabling it to accurately predict the slip point location. Through this method, a learning model corresponding to each operating state is constructed, and the slip point location information corresponding to each operating state is determined using the learned model.

[0044] Furthermore, during vehicle operation, changes in parameters such as clutch speed and pressure are monitored in real time. The real-time monitoring data is compared with the model to assess the rationality of the current slip point position. If the real-time monitoring data indicates that the current slip point position is unreasonable, such as excessive wear or unstable slippage, an adaptive adjustment mechanism is triggered. Based on the prediction results of the learning model and combined with the current vehicle conditions (such as vehicle weight and slope), the clutch control parameters are adjusted to optimize the slip point position. The adjusted control parameters and actual effects are fed back into the learning model for iterative optimization, improving prediction accuracy and adaptability. With continuous data accumulation and model optimization, the update of the clutch slip point position will become increasingly accurate and efficient.

[0045] After obtaining the learning model, clutch operation data can be collected in real time and input into the learning model for prediction under the corresponding working state to obtain the slip point location information. Alternatively, after obtaining the slip point location under different working states through the learning model, a correspondence table of slip point locations for each working state can be constructed, and the slip point location matching the current state can be obtained by looking up the table.

[0046] The method further includes: controlling the AMT transmission to perform a gear engagement operation according to the target gear and slowly engaging the clutch to the preset slip point position via the transmission control unit; acquiring multiple real-time gear position signals; determining the real-time shift state based on the multiple real-time gear position signals, wherein the real-time shift state includes either successful shift or abnormal shift; when the real-time shift state is abnormal shift, recording the number of abnormal shifts via the transmission control unit to determine the current number of abnormal shifts; and determining a correction strategy for the abnormal shift based on the current number of abnormal shifts and a preset abnormal shift threshold, wherein the correction strategy includes a slip point position correction strategy and a transmission input shaft speed threshold correction strategy.

[0047] The transmission control unit controls the AMT transmission to perform the gear engagement operation according to the target gear. After the clutch is slowly engaged to the preset slip point, the relative positions between the gears change. If a problem occurs during this process, gear engagement may fail. Therefore, it is necessary to determine whether the gear shift was successful.

[0048] Based on the multiple real-time gear position signals, the real-time shifting state is determined, specifically including: determining whether the real-time gear position signal is stable within a preset time period; when the real-time gear position signal is stable within the preset time period, the real-time shifting state is determined to be an abnormal shifting state.

[0049] In one embodiment of this specification, after the drive clutch slowly engages to a preset slip point position, real-time gear position signals at multiple consecutive moments are acquired. Based on these signals, a real-time shift state is determined. This shift state includes either successful or abnormal shifting. Successful shifting can be understood as shifting to the correct position, while abnormal shifting refers to shifting to an incorrect position. It is then determined whether the multiple real-time gear position signals are stable within a preset time period. Generally, this preset time period refers to the time interval of 0.2-0.3 seconds from the moment the drive clutch slowly engages to the preset slip point position. For example, if the real-time gear position signals do not change within 0.2 seconds, and the signals are stable within the preset time period, the shift state is determined to be abnormal.

[0050] When the real-time shift status is "successful shift," the shifting process exits. When the real-time shift status is "abnormal shift," the transmission control unit records the number of abnormal shifts to determine the current number of abnormal shifts. This current number of abnormal shifts only applies to the current shift. Based on the current number of abnormal shifts and a preset abnormal shift threshold, a correction strategy for abnormal shifts is determined. This correction strategy includes a slip point position correction strategy and a transmission input shaft speed threshold correction strategy.

[0051] By using the current number of abnormal gear shifts and a preset threshold for the number of abnormal shifts, a correction strategy for the abnormal gear shift is determined. Specifically, this includes: when the current number of abnormal gear shifts is not greater than the preset threshold for the number of abnormal shifts, correcting the slip point position based on the current number of abnormal gear shifts to determine the current slip point position parameter; and, based on the current slip point position parameter, controlling the AMT transmission to perform a gear engagement operation according to the target gear and driving the clutch to slowly engage to the corresponding current slip point position.

[0052] Based on the current number of abnormal gear shifts, the position of the slip point is corrected to determine the current slip point position parameters. Specifically, this includes: determining the corresponding current offset correction amount based on the current number of abnormal gear shifts and the preset offset correction parameters; determining the initial slip point position information corresponding to the slip point position, and correcting the initial slip point position information based on the current offset correction amount to determine the current slip point position parameters.

[0053] In one embodiment of this specification, an abnormality frequency threshold is determined based on empirical data. If the current abnormal shift count is not greater than the preset abnormality frequency threshold, the slip point position is corrected based on the current abnormal shift count to determine the current slip point position parameter. An offset correction parameter is preset; this parameter can be determined based on empirical data and is generally set to 1 or 2 degrees. The corresponding current offset correction amount is determined by multiplying the current abnormal shift count by the preset offset correction parameter. The initial slip point position information corresponding to the slip point position is determined. The current offset correction amount is subtracted from the initial slip point position information to obtain the current slip point position parameter. For example, this can be expressed by the following formula:

[0054] Kp(i) = Kp(0) - N*ΔKp,

[0055] Where Kp(i) is the current slip point position parameter, Kp(0) is the initial slip point position parameter corresponding to the slip point position, N is the current abnormal shift count, and ΔKp is the offset correction parameter. Based on the current slip point position parameter, the AMT transmission is controlled to perform a gear engagement operation according to the target gear, and the clutch is driven to slowly engage to the corresponding current slip point position. The real-time shift status is determined, and if the real-time gear status indicates a successful shift, the shift process is exited.

[0056] By combining the current number of abnormal gear shifts with a preset threshold for the number of abnormal shifts, a correction strategy for the abnormal gear shifts is determined. Specifically, this includes: when the current number of abnormal gear shifts exceeds the preset threshold, adjusting the preset transmission input shaft speed threshold based on the current number of abnormal gear shifts to determine the current input shaft speed threshold; controlling the clutch to engage slowly via the transmission control unit to acquire the real-time transmission input shaft speed; when the real-time transmission input shaft speed exceeds the current input shaft speed threshold, controlling the clutch to disengage via the transmission control unit and acquiring the clutch disengagement position signal; based on the clutch disengagement position signal, determining whether the clutch is fully disengaged; and when the clutch is fully disengaged, controlling the transmission to engage a gear via the transmission control unit.

[0057] In one embodiment of this specification, when the current number of abnormal gear shifts exceeds a preset abnormal number threshold, in order to ensure the probability of successful gear shifting, the preset transmission input shaft speed threshold is corrected based on the current number of abnormal gear shifts to determine the current input shaft speed threshold. Here, the preset transmission input shaft speed threshold is empirical data, generally set to 30 rpm. The current input shaft speed threshold is determined by the following formula: R(i) = R(0) + N*ΔR, where R(i) is the current input shaft speed threshold, R(0) is the transmission input shaft speed threshold, N is the current number of abnormal gear shifts, and ΔR is the speed correction parameter.

[0058] The Transmission Control Unit (TCU) controls clutch disengagement and gearbox disengagement (i.e., returning to neutral). After disengagement and clutch disengagement are complete, the TCU slowly engages the clutch to acquire the real-time transmission input shaft speed. When the real-time transmission input shaft speed exceeds the current input shaft speed threshold, the TCU disengages the clutch and acquires the clutch disengagement position signal. Based on this signal, it determines whether the clutch is fully disengaged. If disengagement is successful, the TCU engages the gearbox. Once engaged, the shifting process ends. If engagement fails, the TCU slowly engages the clutch to increase the transmission input shaft speed and adjusts the input shaft speed threshold based on the number of engagement failures, thus improving the probability of successful engagement.

[0059] The above technical solution receives real-time shift signals from users to determine the target gear, making it easier for drivers to shift gears, simplifying the shifting process, and improving driving comfort. By using the transmission control unit to control the AMT transmission to perform shifting and disengaging operations, the accuracy and smoothness of the shifting process can be ensured. Shifting and slow clutch engagement are synchronized, effectively shortening shifting time and making static shifting both fast and stable.

[0060] This specification also provides an embodiment of a static shift control device for an AMT transmission, such as... Figure 2 As shown, the device includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, the instructions being executed by the at least one processor to enable the at least one processor to:

[0061] When the vehicle is stationary, the system receives the user's real-time shift signal to determine the target gear. Triggered by the real-time shift signal, the system controls the AMT transmission to disengage the pre-determined current gear via the transmission control unit to confirm that the current real-time gear is neutral. The system then controls the AMT transmission to engage the target gear via the transmission control unit and slowly engages the clutch to the preset slip point position to achieve static shifting.

[0062] This specification also provides a non-volatile computer storage medium storing computer-executable instructions, wherein the computer-executable instructions are configured as follows:

[0063] When the vehicle is stationary, the system receives the user's real-time shift signal to determine the target gear. Triggered by the real-time shift signal, the system controls the AMT transmission to disengage the pre-determined current gear via the transmission control unit to confirm that the current real-time gear is neutral. The system then controls the AMT transmission to engage the target gear via the transmission control unit and slowly engages the clutch to the preset slip point position to achieve static shifting.

[0064] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, the embodiments of apparatus, devices, and non-volatile computer storage media are basically similar to the method embodiments, so the descriptions are relatively simple; relevant parts can be referred to the descriptions of the method embodiments.

[0065] The foregoing has described specific embodiments of this specification. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims may be performed in a different order than that shown in the embodiments and may still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require the specific or sequential order shown to achieve the desired result. In some embodiments, multitasking and parallel processing are possible or may be advantageous.

[0066] The devices, media, and methods provided in the embodiments of this specification are one-to-one correspondences. Therefore, the devices and media also have similar beneficial technical effects as their corresponding methods. Since the beneficial technical effects of the methods have been described in detail above, the beneficial technical effects of the devices and media will not be repeated here.

[0067] Those skilled in the art will understand that embodiments of this specification can be provided as methods, systems, or computer program products. Therefore, this specification may take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this specification may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0068] This specification is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this specification. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create a machine for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0069] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0070] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0071] In a typical configuration, a computing device includes one or more processors (CPU), input / output interfaces, network interfaces, and memory.

[0072] Memory may include non-persistent storage in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM. Memory is an example of computer-readable media.

[0073] Computer-readable media includes both permanent and non-permanent, removable and non-removable media that can store information using any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include transient computer-readable media, such as modulated data signals and carrier waves.

[0074] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0075] The above description is merely one or more embodiments of this specification and is not intended to limit this specification. Various modifications and variations can be made to the one or more embodiments of this specification by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principle of one or more embodiments of this specification should be included within the scope of the claims of this specification.

Claims

1. A static shift control method for an AMT transmission, characterized in that, The method includes: When the vehicle is stationary, the system receives the user's real-time gear shift signal to determine the target gear. When triggered by the real-time shift signal, the transmission control unit controls the AMT transmission to perform a disengagement operation on the predetermined current gear, so as to determine that the current real-time gear is neutral. The transmission control unit controls the AMT transmission to perform a gear shifting operation according to the target gear, and drives the clutch to slowly engage to the preset slip point position to achieve static gear shifting. After controlling the AMT transmission to perform a gear engagement operation according to the target gear through the transmission control unit, and driving the clutch to slowly engage to the preset slip point position, the method further includes: Multiple real-time gear position signals are collected, and the real-time shift status is determined based on the multiple real-time gear position signals, wherein the real-time shift status includes either successful shift or abnormal shift; When the real-time shifting status is abnormal shifting, the transmission control unit records the number of abnormal shifts to determine the current number of abnormal shifts. The correction strategy for the abnormal shift is determined by the current number of abnormal shifts and the preset abnormal number threshold, wherein the correction strategy includes a slip point position correction strategy and a transmission input shaft speed threshold correction strategy. The correction strategy for the abnormal gear shifts is determined based on the current number of abnormal gear shifts and a preset threshold for the number of abnormal gear shifts, specifically including: When the current abnormal shift count is not greater than the preset abnormal shift count threshold, the slip point position is corrected according to the current abnormal shift count to determine the current slip point position parameter; Based on the current slip point position parameters, control the AMT transmission to perform a gear engagement operation according to the target gear, and drive the clutch to slowly engage to the corresponding current slip point position; When the current abnormal shift count is greater than the preset abnormal shift count threshold, the preset gearbox input shaft speed threshold is corrected based on the current abnormal shift count to determine the current input shaft speed threshold. The transmission control unit controls the clutch to engage slowly in order to collect the real-time transmission input shaft speed. When the real-time input shaft speed of the transmission exceeds the current input shaft speed threshold, the transmission control unit controls the clutch to disengage and acquires the clutch disengagement position signal. Based on the clutch disengagement position signal, it is determined whether the clutch is fully disengaged. When the clutch is fully disengaged, the AMT transmission is controlled to engage gears by the transmission control unit.

2. The static shift control method for an AMT transmission according to claim 1, characterized in that, Based on the current number of abnormal gear shifts, the position of the slip point is corrected to determine the current slip point position parameters, specifically including: Based on the current number of abnormal gear shifts and the preset offset correction parameters, determine the corresponding current offset correction amount; Determine the initial slip point position information corresponding to the slip point position, and correct the initial slip point position information based on the current offset correction amount to determine the current slip point position parameters.

3. The static shift control method for an AMT transmission according to claim 1, characterized in that, Based on the multiple real-time gear position signals, the real-time gear shift state is determined, specifically including: Based on the multiple real-time gear position signals, determine whether the real-time gear position signals are in a stable state within a preset time period; When the real-time gear position signal is stable within a preset time period, the real-time gear shifting state is determined to be an abnormal gear shifting state.

4. The static shift control method for an AMT transmission according to claim 1, characterized in that, The method further includes controlling the AMT transmission to perform a gear engagement operation according to the target gear via the transmission control unit, and before slowly engaging the clutch to the preset slip point position: Historical clutch operating parameters under different working conditions are collected in advance to construct a clutch dataset for each working condition. The historical clutch operating parameters include speed, torque and oil temperature. Using the clutch dataset for each working state, construct the corresponding learning model for each working state; The learning model is used to determine the location information of the slip point corresponding to each working state.

5. The static shift control method for an AMT transmission according to claim 1, characterized in that, Determining the target gear using the real-time shift signal specifically includes: Collect the vehicle's current weight information and the current slope information of the road where the vehicle is located; The target gear for the vehicle is determined by matching the current vehicle weight information and the current slope information in a pre-built gear matching table.

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