AMT control method and device for vehicle, electronic control unit, medium and product

Abstract

The embodiment of the present application provides an AMT control method, device, electronic control unit, medium and product of a vehicle, the method comprises the following steps: if it is determined that the vehicle meets the AMT adaptive control condition according to multiple operation parameters, then the AMT adaptive control process is entered; when the clutch is separated to the first target position, the intermediate shaft brake is started, and the first descending gradient of the intermediate shaft speed is recorded; when the input shaft speed exceeds the second speed threshold, the latest slip point position of the clutch is recorded; when the input shaft speed is consistent with the engine speed, the clutch is quickly separated to the second target position, the intermediate shaft brake is started, and the second descending gradient of the intermediate shaft speed is recorded; the braking gradient of the intermediate shaft brake is determined according to the first descending gradient and the second descending gradient; and the work of the AMT is controlled according to the braking gradient of the intermediate shaft brake and the latest slip point position of the clutch. The method of the embodiment of the present application can make the work of the AMT control more smooth.

Description

TECHNICAL FIELD

[0001] The embodiment of the application relates to the technical field of automobiles, in particular to an AMT control method and device of a vehicle, an electronic control unit, a medium and a product. BACKGROUND

[0002] Manual transmission occupies the vast majority in the commercial vehicle market, and vehicles loaded with AMT (Automatic Manual Transmission) account for a very small proportion, so the AMT has a great development prospect. In order to ensure that the vehicle loaded with the AMT can realize smooth starting and gear shifting control and ensure the comfort and reliability of the AMT, the electronic control unit of the AMT needs to know the real-time clutch slip point and the brake gradient of the intermediate shaft brake.

[0003] However, in the prior art, the brake gradient of the intermediate shaft brake is fixed, and the smooth state of the AMT control during the running of the vehicle cannot be ensured. SUMMARY

[0004] The application provides an AMT control method and device of a vehicle, an electronic control unit, a medium and a product, to solve the technical problem that the AMT control cannot be kept smooth during the running of the vehicle.

[0005] The first aspect of the embodiment of the application provides an AMT control method of a vehicle, comprising the following steps.

[0006] When it is detected that the vehicle is in an engine idle state, a plurality of running parameters of the vehicle are acquired.

[0007] If it is determined that the vehicle meets the AMT adaptive control condition according to the plurality of running parameters, an AMT adaptive control process is entered to perform the following steps.

[0008] The clutch is driven to quickly separate to a first target position, wherein the first target position is the recorded slip point position of the clutch plus a first preset margin.

[0009] When the clutch is separated to the first target position, the intermediate shaft brake of the AMT is driven to start to make the rotation speed of the intermediate shaft of the AMT quickly drop, and the first drop gradient of the rotation speed of the intermediate shaft of the AMT is recorded.

[0010] When the rotation speed of the input shaft of the AMT is lower than a first rotation speed threshold, the clutch is driven to slowly engage to make the rotation speed of the input shaft of the AMT drop to 0.

[0011] When the rotation speed of the input shaft of the AMT starts to increase from 0 to be higher than a second rotation speed threshold, the latest slip point position of the clutch is recorded, and the clutch is driven to slowly engage.

[0012] When the rotational speed of the input shaft of the AMT exceeds a third rotational speed threshold, the drive clutch is quickly engaged.

[0013] When the rotational speed of the input shaft of the AMT is consistent with the rotational speed of the engine of the vehicle, the drive clutch is quickly disengaged to a second target position, wherein the second target position is the latest slip point position of the clutch plus a second preset margin.

[0014] When the clutch is disengaged to the second target position, the intermediate shaft brake of the AMT is started to quickly reduce the rotational speed of the intermediate shaft of the AMT; and a second drop gradient of the rotational speed of the intermediate shaft of the AMT is recorded.

[0015] When the rotational speed of the input shaft of the AMT is lower than the first rotational speed threshold and the duration exceeds the first preset time length, the drive clutch is quickly engaged.

[0016] When the rotational speed of the input shaft of the AMT is consistent with the rotational speed of the engine of the vehicle, the braking gradient of the intermediate shaft brake of the AMT is determined according to the first drop gradient and the second drop gradient; and the braking gradient of the intermediate shaft brake of the AMT and the latest slip point position of the clutch are recorded.

[0017] The operation of the AMT is controlled according to the braking gradient of the intermediate shaft brake of the AMT and the latest slip point position of the clutch.

[0018] Optionally, the plurality of operating parameters include the rotational speed of the engine of the vehicle, the rotational speed of the input shaft of the AMT, the first recorded information of the braking gradient of the intermediate shaft brake of the AMT, and the oil temperature of the AMT; and accordingly, if it is determined that the vehicle satisfies the AMT adaptive control condition according to the plurality of operating parameters, it includes: if the rotational speed of the engine and the rotational speed of the input shaft of the AMT are both reduced to an idle speed, and the time of maintaining the idle speed exceeds a second preset time length, and the braking gradient of the intermediate shaft brake of the AMT is never recorded in the first recorded information, it is determined that the vehicle satisfies the AMT adaptive control condition; or, if the rotational speed of the engine and the rotational speed of the input shaft of the AMT are both reduced to an idle speed, and the time of maintaining the idle speed exceeds a second preset time length, and the oil temperature of the AMT changes by more than a first preset threshold compared to the oil temperature of the AMT when the vehicle last entered the AMT adaptive control process, it is determined that the vehicle satisfies the AMT adaptive control condition.

[0019] Optionally, the plurality of operating parameters further comprise second record information of the latest slip point position of the clutch and a temperature of the clutch; accordingly, if it is determined that the vehicle satisfies the AMT adaptive control condition according to the plurality of operating parameters, the method further comprises: if the speed of the engine and the speed of the input shaft of the AMT are both reduced to idle speed, the time of maintaining the idle speed exceeds a second preset time length, and the latest slip point position of the clutch is never recorded in the second record information, it is determined that the vehicle satisfies the AMT adaptive control condition; or, if the speed of the engine and the speed of the input shaft of the AMT are both reduced to idle speed, the time of maintaining the idle speed exceeds the second preset time length, and the temperature of the clutch changes by more than a second preset threshold value compared to the temperature of the clutch when the vehicle last entered the AMT adaptive control process, it is determined that the vehicle satisfies the AMT adaptive control condition.

[0020] Optionally, the method further comprises: obtaining a first weight corresponding to the first descending gradient and a second weight corresponding to the second descending gradient; and performing weighted calculation on the first descending gradient and the second descending gradient according to the first weight and the second weight to obtain the braking gradient of the intermediate shaft brake of the AMT.

[0021] Optionally, before obtaining the plurality of operating parameters of the vehicle, the method further comprises: determining whether the gear of the AMT is in neutral and the clutch is fully engaged during operation of the vehicle; and if the gear of the AMT is in neutral and the clutch is fully engaged, sending an instruction to an electronic control unit of the engine to control the electronic control unit of the engine to maintain the engine at idle speed.

[0022] Optionally, after entering the AMT adaptive control process, the method further comprises: if it is detected that the angle of the brake pedal of the vehicle changes or the opening degree of the accelerator exceeds a preset opening degree value, exiting the AMT adaptive control process.

[0023] Optionally, the first preset margin is 15% to 20%.

[0024] Optionally, the second preset margin is 5% to 10%.

[0025] The second aspect of the embodiment of the application provides an AMT control device of a vehicle, comprising:

[0026] an operating parameter acquisition module configured to obtain a plurality of operating parameters of the vehicle when it is detected that the engine is at idle speed;

[0027] an adaptive control condition determination module configured to enter an AMT adaptive control process if it is determined that the vehicle satisfies an AMT adaptive control condition according to the plurality of operating parameters;

[0028] The adaptive control condition determination module comprises:

[0029] a clutch first separation unit configured to drive the clutch to separate quickly to a first target position, wherein the first target position is a recorded slip point position of the clutch plus a first preset margin;

[0030] a first drop gradient recording unit configured to, when the clutch separates to the first target position, drive a brake of an intermediate shaft of the AMT to start to make the rotational speed of the intermediate shaft of the AMT drop quickly, and record a first drop gradient of the rotational speed of the intermediate shaft of the AMT;

[0031] a clutch slow engagement unit configured to, when the rotational speed of the input shaft of the AMT is lower than a first rotational speed threshold, drive the clutch to engage slowly to make the rotational speed of the input shaft of the AMT drop to 0;

[0032] a latest slip point position recording unit configured to, when the rotational speed of the input shaft of the AMT starts to increase from 0 to be higher than a second rotational speed threshold, record a latest slip point position of the clutch, and simultaneously drive the clutch to engage slowly;

[0033] a clutch first quick engagement unit configured to, when the rotational speed of the input shaft of the AMT is higher than a third rotational speed threshold, drive the clutch to engage quickly;

[0034] a clutch second separation unit configured to, when the rotational speed of the input shaft of the AMT is consistent with the rotational speed of an engine of the vehicle, drive the clutch to separate quickly to a second target position, wherein the second target position is the latest slip point position of the clutch plus a second preset margin;

[0035] a second drop gradient recording unit configured to, when the clutch separates to the second target position, drive the brake of the intermediate shaft of the AMT to start to make the rotational speed of the intermediate shaft of the AMT drop quickly, and record a second drop gradient of the rotational speed of the intermediate shaft of the AMT;

[0036] a clutch second quick engagement unit configured to, when the rotational speed of the input shaft of the AMT is lower than the first rotational speed threshold and the duration is longer than a first preset time length, drive the clutch to engage quickly;

[0037] a brake gradient determination unit configured to, when the rotational speed of the input shaft of the AMT is consistent with the rotational speed of the engine of the vehicle, determine a brake gradient of the brake of the intermediate shaft of the AMT according to the first drop gradient and the second drop gradient, and record the brake gradient of the brake of the intermediate shaft of the AMT and the latest slip point position of the clutch;

[0038] a control unit configured to control the operation of the AMT according to the brake gradient of the brake of the intermediate shaft of the AMT and the latest slip point position of the clutch.

[0039] A third aspect of the embodiment of the present application provides an electronic control unit of an AMT, comprising a memory and a processor.

[0040] The memory stores computer-executable instructions.

[0041] The processor executes the computer-executable instructions stored in the memory to implement the AMT control method of the vehicle of any one of the first aspect.

[0042] The fourth aspect of the embodiment of the present application provides a computer-readable storage medium, the computer-readable storage medium stores computer-executable instructions, and the computer-executable instructions are used to implement the AMT control method of the vehicle of any one of the first aspect when executed by a processor.

[0043] The fifth aspect of the embodiment of the present application provides a computer program product, comprising a computer program, the computer program is used to implement the AMT control method of the vehicle of any one of the first aspect when executed by a processor.

[0044] The AMT control method, device, electronic control unit, medium and product provided by the embodiment of the present application, by determining that the vehicle meets the AMT adaptive control condition, executing the fast separation of the drive clutch to the first target position, then starting the intermediate shaft brake to make the intermediate shaft speed quickly drop, and recording the first drop gradient of the intermediate shaft speed; when the input shaft speed is lower than the first speed threshold, slowly engaging the drive clutch, when the input shaft speed starts to increase and exceeds the second speed threshold, recording the latest slip point position of the clutch, when the input shaft speed exceeds the third speed threshold, quickly engaging the drive clutch, when the input shaft speed is consistent with the engine speed, quickly separating the drive clutch to the second target position, then quickly dropping the intermediate shaft speed to generate the second drop gradient when starting the intermediate shaft brake again, and determining the brake gradient of the intermediate shaft brake of the AMT according to the first drop gradient and the second drop gradient, the brake gradient of the intermediate shaft brake and the slip point position of the clutch are learned in real time to ensure the accuracy of the brake gradient of the intermediate shaft brake and the slip point position of the clutch, so that the work of the AMT control is smoother, and the service life of the intermediate shaft brake and the clutch is increased. BRIEF DESCRIPTION OF DRAWINGS

[0045] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0046] Figure 1 The flowchart of the AMT control method of the vehicle provided by the present application;

[0047] Figure 2 The structural diagram of the AMT control device of the vehicle provided by the present application;

[0048] Figure 3The schematic structural diagram of the electronic control unit of the AMT provided by the application is shown.

[0049] The specific embodiments of the application will be described in detail below with reference to the accompanying drawings. The accompanying drawings and the description are not intended to limit the scope of the inventive concept in any way, but to illustrate the inventive concept to those skilled in the art by referring to specific embodiments. DETAILED DESCRIPTION

[0050] The exemplary embodiments will be described in detail hereinbelow with reference to the accompanying drawings. In the following description, the same numbers in different drawings represent the same or similar elements unless otherwise represented. The embodiments described in the following exemplary embodiments do not represent all the embodiments consistent with the application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of the application as detailed in the appended claims.

[0051] The technical solutions of the application will be described in detail below with reference to specific embodiments. The following specific embodiments can be combined with each other, and the same or similar concepts or processes can not be described again in some embodiments. The embodiments of the application will be described below with reference to the accompanying drawings.

[0052] In order to clearly understand the technical solutions of the present application, the prior art solutions will be described in detail first. At present, manual transmission occupies the vast majority in the commercial vehicle market, and the proportion of AMT is very small, so AMT has great development prospects. In order to ensure that the vehicle equipped with AMT can start and shift smoothly, and to ensure the comfort and reliability of AMT, the electronic control unit of AMT needs to know the real-time clutch slip point and the braking gradient of the intermediate shaft brake, so as to control. In the prior art, the braking gradient of the intermediate shaft brake is fixed, which cannot ensure that the vehicle maintains a smooth state during AMT control.

[0053] Therefore, in order to solve the problem that AMT control cannot be maintained smoothly during vehicle operation in the prior art, the inventors found in research that, in order to solve the problem, it is first determined whether the vehicle meets the AMT adaptive control condition, and when the AMT adaptive control condition is met, the braking gradient of the intermediate shaft brake and the slip point position of the clutch are learned in real time to ensure the accuracy of the braking gradient of the intermediate shaft brake and the slip point position of the clutch, so that the AMT shifting and starting work are smoother, and the service life of the intermediate shaft brake and the clutch is increased.

[0054] Based on the above-mentioned creative findings, the inventors put forward the technical solutions of the present application.

[0055] The embodiments of the application will be described below with reference to the accompanying drawings.

[0056] Figure 1 The flowchart of the AMT control method of the vehicle provided by the present application is shown in Figure 1 The execution subject of the embodiment of the present application is the electronic control unit of the AMT, and the AMT control method of the vehicle provided by the embodiment includes the following steps:

[0057] S10: When it is detected that the vehicle is in the idle state of the engine, obtain a plurality of operating parameters of the vehicle.

[0058] The idle state refers to the state in which the engine operates at the lowest stable speed in the no-load state. When the accelerator pedal is completely released, the engine is in the idle state.

[0059] Specifically, before obtaining a plurality of operating parameters of the vehicle when it is detected that the vehicle is in the idle state of the engine, it further includes judging whether the gear of the AMT is in neutral and the clutch is fully engaged during the operation of the vehicle. If the gear of the AMT is in neutral and the clutch is fully engaged, send an instruction to the electronic control unit of the engine to control the electronic control unit of the engine to maintain the idle state of the engine.

[0060] Specifically, when the vehicle meets certain conditions during normal driving, such as the accelerator pedal opening degree is 0, and the driver does not step on the brake and the speed and slope are within a certain threshold range, the electronic control unit of the AMT controls the AMT to enter the neutral sliding, that is, the AMT returns to neutral and the clutch is fully engaged, and then the electronic control unit of the AMT limits the torque to 0% by limiting the mode of the engine, the engine maintains the idle state, and the speed of the engine is the same as the speed of the input shaft of the AMT.

[0061] In addition, in addition to the AMT adaptive control process during the neutral sliding in the driving process, when the vehicle is decelerated and parked to 0, if the driver manually returns to neutral, when the AMT adaptive control condition is met, the electronic control unit of the AMT limits the speed to 750 rpm by limiting the mode of the engine, and the AMT adaptive control process can also be entered.

[0062] S20: According to the plurality of operating parameters, judge whether the vehicle meets the AMT adaptive control condition.

[0063] The plurality of operating parameters include the speed of the engine of the vehicle, the speed of the input shaft of the AMT, the first recorded information of the automatic gradient of the intermediate shaft brake of the AMT, the second recorded information of the latest sliding point position of the clutch, and the temperature of the oil of the AMT and the temperature of the clutch. Specifically, the process of determining that the vehicle meets the AMT adaptive control condition includes the following several ways:

[0064] The first way: if the engine speed and the input shaft speed of the AMT are both reduced to idle speed, and the time of maintaining the idle speed exceeds the second preset time length, and the brake gradient of the intermediate shaft brake of the AMT is not recorded in the first record information, it is determined that the vehicle meets the AMT adaptive control condition.

[0065] The second way: if the engine speed and the input shaft speed of the AMT are both reduced to idle speed, and the time of maintaining the idle speed exceeds the second preset time length, and the oil temperature of the AMT changes by more than the first preset threshold value compared with the oil temperature of the AMT when the vehicle last entered the AMT adaptive control process, it is determined that the vehicle meets the AMT adaptive control condition.

[0066] The third way: if the engine speed and the input shaft speed of the AMT are both reduced to idle speed, and the time of maintaining the idle speed exceeds the second preset time length, and the latest slip point position of the clutch is not recorded in the second record information, it is determined that the vehicle meets the AMT adaptive control condition.

[0067] The fourth way: if the engine speed and the input shaft speed of the AMT are both reduced to idle speed, and the time of maintaining the idle speed exceeds the second preset time length, and the temperature of the clutch changes by more than the second preset threshold value compared with the temperature of the clutch when the vehicle last entered the AMT adaptive control process, it is determined that the vehicle meets the AMT adaptive control condition.

[0068] S30: If it is determined that the vehicle meets the AMT adaptive control condition according to the multiple operating parameters, the AMT adaptive control process is entered to perform the following steps S301-S310.

[0069] S301: The clutch is quickly separated to a first target position, where the first target position is the recorded slip point position of the clutch plus a first preset margin.

[0070] The first preset margin is generally 15%-20%.

[0071] By driving the clutch to quickly separate to the position of the recorded slip point position of the clutch plus the first preset margin, the thorough separation of the clutch can be ensured.

[0072] S302: When the clutch is separated to the first target position, the intermediate shaft brake of the AMT is driven to start to quickly reduce the speed of the intermediate shaft of the AMT; and the first descending gradient of the speed reduction of the intermediate shaft of the AMT is recorded.

[0073] The first descending gradient is a negative value, and is generally the average value in a period of time.

[0074] Specifically, when the clutch is separated to the first target position, the electromagnetic valve of the intermediate shaft brake is started to drive, so that the speed of the intermediate shaft of the AMT is quickly reduced.

[0075] S303: When the rotational speed of the input shaft of the AMT is lower than the first rotational speed threshold, the clutch is slowly engaged to reduce the rotational speed of the input shaft of the AMT to 0.

[0076] The first rotational speed threshold can be 5 rpm, and the speed of the slow engagement of the clutch can be 2.5% of the clutch gradient per second.

[0077] Specifically, when the rotational speed of the input shaft of the AMT is lower than the first rotational speed threshold, the electronic control unit of the AMT drives the clutch to be slowly engaged at a fixed speed K1, and the rotational speed of the input shaft of the AMT is reduced to 0 during the slow engagement of the clutch.

[0078] S304: When the rotational speed of the input shaft of the AMT starts to increase from 0 and exceeds the second rotational speed threshold, the latest slip point position of the clutch is recorded, and the clutch is slowly engaged.

[0079] The second rotational speed threshold can be 5-10 rpm.

[0080] Specifically, when the rotational speed of the input shaft of the AMT starts to increase from 0 and exceeds the second rotational speed threshold, the electronic control unit of the AMT records the position of the point at which the clutch is engaged to start to transmit torque, and determines the position as the latest slip point position of the clutch, and drives the clutch to be engaged at a slower speed K2 during the engagement of the clutch, wherein the slower speed can be 1.6% of the clutch gradient per second.

[0081] S305: When the rotational speed of the input shaft of the AMT exceeds the third rotational speed threshold, the clutch is quickly engaged.

[0082] The third rotational speed threshold can be 300 rpm.

[0083] S306: When the rotational speed of the input shaft of the AMT is consistent with the rotational speed of the engine of the vehicle, the clutch is quickly disengaged to the second target position, wherein the second target position is the latest slip point position of the clutch plus a second preset allowance.

[0084] The second preset allowance is generally 5%-10%.

[0085] By driving the clutch to be quickly disengaged to the latest slip point position of the clutch plus the second preset allowance, the complete disengagement of the clutch can be ensured.

[0086] S307: When the clutch is disengaged to the second target position, the intermediate shaft brake of the AMT is driven to start to quickly reduce the rotational speed of the intermediate shaft of the AMT, and the second descending gradient of the rotational speed of the intermediate shaft of the AMT is recorded.

[0087] Specifically, when the clutch is separated to the second target position, an electromagnetic valve driving a brake of the intermediate shaft of the AMT is activated, so that the rotation speed of the intermediate shaft of the AMT is rapidly reduced, and a second descending gradient of the rotation speed of the intermediate shaft of the AMT is recorded.

[0088] S308: When the rotation speed of the input shaft of the AMT is lower than the first rotation speed threshold value, and the duration exceeds the first preset time length, the clutch is rapidly engaged.

[0089] The first rotation speed threshold value can be 5 rpm.

[0090] Specifically, when the rotation speed of the input shaft of the AMT is lower than the first rotation speed threshold value, and the duration exceeds the first preset time length, the clutch is rapidly engaged, and the rotation speed of the input shaft of the AMT is synchronized with the rotation speed of the engine.

[0091] S309: When the rotation speed of the input shaft of the AMT is consistent with the rotation speed of the engine of the vehicle, a braking gradient of the brake of the intermediate shaft of the AMT is determined according to the first descending gradient and the second descending gradient; and the braking gradient of the brake of the intermediate shaft of the AMT and the latest slip point position of the clutch are recorded.

[0092] Specifically, the step of determining the braking gradient of the brake of the intermediate shaft of the AMT comprises:

[0093] S3a: A first weight corresponding to the first descending gradient and a second weight corresponding to the second descending gradient are obtained.

[0094] The weight of the first descending gradient can be 0.5, and the weight of the second descending gradient can be 0.5.

[0095] S3b: The first descending gradient and the second descending gradient are weighted calculated according to the first weight and the second weight, so as to obtain the braking gradient of the brake of the intermediate shaft of the AMT.

[0096] Specifically, the braking gradient of the brake of the intermediate shaft of the AMT can be calculated according to the following formula.

[0097] K TB = 0.5 * K TB1 + 0.5 * K TB2

[0098] In the formula, K TB is the calculated braking gradient of the brake of the intermediate shaft of the AMT, K TB1 is the first descending gradient, and K TB2 is the second descending gradient.

[0099] S310: The work of the AMT is controlled according to the braking gradient of the brake of the intermediate shaft of the AMT and the latest slip point position of the clutch.

[0100] Specifically, the electronic control unit of the AMT saves the automatic gradient of the intermediate shaft brake of the AMT and the latest slip point position of the clutch while exiting the AMT adaptive control process.

[0101] The AMT control method provided by the embodiment of the application comprises the following steps: when it is determined that the vehicle meets the AMT adaptive control condition, the driving clutch is quickly separated to a first target position, then the intermediate shaft brake is started to quickly reduce the intermediate shaft speed, and the first reduction gradient of the intermediate shaft speed is recorded; when the input shaft speed is lower than a first speed threshold, the driving clutch is slowly engaged; when the input shaft speed starts to increase and exceeds a second speed threshold, the latest slip point position of the clutch is recorded; when the input shaft speed exceeds a third speed threshold, the driving clutch is quickly engaged; when the input shaft speed is consistent with the engine speed, the driving clutch is quickly separated to a second target position, then the intermediate shaft brake is started again to quickly reduce the intermediate shaft speed to generate a second reduction gradient; and the braking gradient of the intermediate shaft brake of the AMT is determined according to the first reduction gradient and the second reduction gradient. The braking gradient of the intermediate shaft brake and the slip point position of the clutch are learned in real time, so as to ensure the accuracy of the braking gradient of the intermediate shaft brake and the slip point position of the clutch, thereby making the AMT control work more smoothly, and increasing the service life of the intermediate shaft brake and the clutch.

[0102] After the above embodiment enters the AMT adaptive control process, the following steps are further included:

[0103] If it is detected that the brake pedal angle of the vehicle changes or the throttle opening exceeds a preset opening value, the AMT adaptive control process is exited.

[0104] Specifically, when the condition of the no-load sliding is not met in the AMT adaptive control process, for example, when the driver steps on the brake or the throttle opening exceeds a certain threshold, the AMT adaptive control process is exited, and the normal gear shifting process is entered.

[0105] By exiting the AMT adaptive control process as soon as it is detected that the vehicle does not meet the condition of the no-load sliding, the flexibility of the AMT adaptive control process is improved, the key operation is not needed, and the normal operation of the vehicle is not affected.

[0106] Figure 2 The AMT control device of the vehicle provided by the application has the structure as shown in the accompanying drawings. Figure 2 In the embodiment, the AMT control device of the vehicle can be located in the electronic control unit of the AMT. The AMT control device of the vehicle comprises:

[0107] The operating parameter acquisition module 10 is configured to acquire a plurality of operating parameters of the vehicle when it is detected that the engine is in an idle state.

[0108] The adaptive control condition judging module 20 is configured to determine whether the vehicle satisfies the AMT adaptive control condition according to a plurality of operating parameters, and enter the AMT adaptive control process if the vehicle satisfies the AMT adaptive control condition.

[0109] The adaptive control condition judging module 20 includes:

[0110] The clutch first separation unit 201 is configured to drive the clutch to separate rapidly to a first target position, wherein the first target position is the recorded slip point position of the clutch plus a first preset margin.

[0111] The first drop gradient recording unit 202 is configured to drive the intermediate shaft brake of the AMT to start when the clutch separates to the first target position, so as to make the rotating speed of the intermediate shaft of the AMT drop rapidly, and record the first drop gradient of the rotating speed of the intermediate shaft of the AMT.

[0112] The clutch slow engagement unit 203 is configured to drive the clutch to engage slowly when the rotating speed of the input shaft of the AMT is lower than a first rotating speed threshold, so as to make the rotating speed of the input shaft of the AMT drop to 0.

[0113] The latest slip point position recording unit 204 is configured to record the latest slip point position of the clutch when the rotating speed of the input shaft of the AMT starts to increase from 0 to exceed a second rotating speed threshold, and drive the clutch to engage slowly at the same time.

[0114] The clutch first fast engagement unit 205 is configured to drive the clutch to engage rapidly when the rotating speed of the input shaft of the AMT exceeds a third rotating speed threshold.

[0115] The clutch second separation unit 206 is configured to drive the clutch to separate rapidly to a second target position when the rotating speed of the input shaft of the AMT is consistent with the rotating speed of the engine of the vehicle, wherein the second target position is the latest slip point position of the clutch plus a second preset margin.

[0116] The second drop gradient recording unit 207 is configured to drive the intermediate shaft brake of the AMT to start when the clutch separates to the second target position, so as to make the rotating speed of the intermediate shaft of the AMT drop rapidly, and record the second drop gradient of the rotating speed of the intermediate shaft of the AMT.

[0117] The clutch second fast engagement unit 208 is configured to drive the clutch to engage rapidly when the rotating speed of the input shaft of the AMT is lower than the first rotating speed threshold, and the duration exceeds a first preset time length.

[0118] The brake gradient determination unit 209 is configured to determine a brake gradient of the intermediate shaft brake of the AMT according to the first descending gradient and the second descending gradient when the rotation speed of the input shaft of the AMT is consistent with the rotation speed of the engine of the vehicle; and record the brake gradient of the intermediate shaft brake of the AMT and the latest slip point position of the clutch.

[0119] The control unit 210 is configured to control the operation of the AMT according to the brake gradient of the intermediate shaft brake of the AMT and the latest slip point position of the clutch.

[0120] Optionally, the adaptive control condition judgment module 20 is specifically configured to determine that the vehicle satisfies the AMT adaptive control condition if the rotation speed of the engine and the rotation speed of the input shaft of the AMT are both reduced to the idle speed, the time of maintaining the idle speed exceeds the second preset time length, and the brake gradient of the intermediate shaft brake of the AMT is never recorded in the first record information; or, the rotation speed of the engine and the rotation speed of the input shaft of the AMT are both reduced to the idle speed, the time of maintaining the idle speed exceeds the second preset time length, and the oil temperature of the AMT changes by more than the first preset threshold value compared with the oil temperature of the AMT when the AMT adaptive control process is last entered.

[0121] Optionally, the adaptive control condition judgment module 20 is specifically configured to determine that the vehicle satisfies the AMT adaptive control condition if the rotation speed of the engine and the rotation speed of the input shaft of the AMT are both reduced to the idle speed, the time of maintaining the idle speed exceeds the second preset time length, and the latest slip point position of the clutch is never recorded in the second record information; or, the rotation speed of the engine and the rotation speed of the input shaft of the AMT are both reduced to the idle speed, the time of maintaining the idle speed exceeds the second preset time length, and the temperature of the clutch changes by more than the second preset threshold value compared with the temperature of the clutch when the AMT adaptive control process is last entered.

[0122] Optionally, the brake gradient determination unit 209 is specifically configured to calculate a weighted value of the first descending gradient and the second descending gradient according to a preset weight; and determine the weighted value as the brake gradient of the intermediate shaft brake of the AMT.

[0123] Optionally, the AMT control device of the vehicle further comprises a neutral sliding judgment module 30, the neutral sliding judgment module 30 is configured to judge whether the gear of the AMT is in the neutral position and the clutch is completely engaged during the operation of the vehicle; if the gear of the AMT is in the neutral position and the clutch is completely engaged, an instruction is sent to the electronic control unit of the engine, so that the electronic control unit of the engine controls the engine to maintain the idle speed.

[0124] Optionally, the AMT control device of the vehicle further comprises an adaptive control exit module 40, which is configured to exit the adaptive control process if a change in the brake pedal angle or the throttle opening of the vehicle is detected and exceeds a preset opening value.

[0125] Optionally, in the first separation unit 201 of the clutch, the first preset margin is 15%-20%.

[0126] Optionally, in the second separation unit 206 of the clutch, the second preset margin is 5%-10%.

[0127] The AMT control device of the vehicle provided in the embodiment can perform Figure 1 The technical solutions of the method embodiment, the implementation principle and the technical effects are similar to those of the AMT control device of the vehicle Figure 1 The method embodiment is similar to the AMT control device of the vehicle, and thus will not be described here.

[0128] According to the embodiments of the present application, the present application further provides an electric control unit of an AMT, a computer readable storage medium and a computer program product.

[0129] As Figure 3 shown, Figure 3 a structural schematic diagram of the electric control unit of the AMT. The electric control unit of the AMT is intended to be various devices that can execute the AMT control method of the vehicle, such as a microcomputer, a single-chip microcomputer, and other suitable computers. The components shown herein, their connections and relationships, and their functions are merely examples and are not intended to limit the implementation of the application described and / or claimed herein.

[0130] As Figure 3 shown, the electric control unit of the AMT provided by the present application comprises a processor 301 and a memory 302. The memory stores computer execution instructions; the processor executes the computer execution instructions stored in the memory to implement the AMT control method of the vehicle of the above-mentioned embodiments.

[0131] The memory 302 is a computer readable storage medium provided by the present application, and the computer readable storage medium stores computer execution instructions. The computer execution instructions are executed by the processor to implement the AMT control method of the vehicle of the above-mentioned embodiments.

[0132] The memory 302 is a computer readable storage medium, which can be used to store software programs, computer executable programs and modules, such as program instructions / modules corresponding to the AMT control method of the vehicle of the embodiments of the present application. The processor 301 executes various function applications and data processing by running the software programs, instructions and modules stored in the memory 302, that is, implements the AMT control method of the vehicle in the above-mentioned method embodiments.

[0133] Meanwhile, the embodiment also provides a computer program product, comprising a computer program, when instructions in the computer program product are executed by a processor, enabling the AMT control method of the vehicle of the above-mentioned embodiment to be executed.

[0134] Other embodiments of the present application will be apparent to those skilled in the art from consideration of the specification and practice of the application disclosed herein. It is intended that the present application cover any and all variations of the embodiments of the present application described herein and any and all equivalents thereof and it is intended that the present application be limited only by the claims. It is intended that the specification and examples be considered exemplary only, with the true scope and spirit of the application indicated by the following claims.

[0135] It is to be understood that the embodiments of the application are not limited to the precise construction herein described and as shown in the attached drawings, and that various modifications and changes can be effected therein by those skilled in the art without departing from the scope of the application. The scope of the embodiments of the application is indicated only by the appended claims.

Claims

1. An AMT control method of a vehicle, characterized by, An electronic control unit applied to an AMT, comprising: when detecting that the vehicle is in an engine idle state, obtaining a plurality of operating parameters of the vehicle; if it is determined that the vehicle meets an AMT adaptive control condition according to the plurality of operating parameters, entering an AMT adaptive control process to perform the following steps: driving the clutch to quickly separate to a first target position, wherein the first target position is a recorded slip point position of the clutch plus a first preset margin; when the clutch separates to the first target position, driving an intermediate shaft brake of the AMT to start to quickly drop the rotation speed of the intermediate shaft of the AMT; recording a first drop gradient of the rotation speed drop of the intermediate shaft of the AMT; when the rotation speed of the input shaft of the AMT is lower than a first rotation speed threshold, driving the clutch to slowly engage to make the rotation speed of the input shaft of the AMT drop to 0; when the rotation speed of the input shaft of the AMT starts to increase from 0 to exceed a second rotation speed threshold, recording a latest slip point position of the clutch; meanwhile, driving the clutch to slowly engage; when the rotation speed of the input shaft of the AMT exceeds a third rotation speed threshold, driving the clutch to quickly engage; when the rotation speed of the input shaft of the AMT is consistent with the rotation speed of the engine of the vehicle, driving the clutch to quickly separate to a second target position, wherein the second target position is the latest slip point position of the clutch plus a second preset margin; when the clutch separates to the second target position, driving the intermediate shaft brake of the AMT to start to quickly drop the rotation speed of the intermediate shaft of the AMT; recording a second drop gradient of the rotation speed drop of the intermediate shaft of the AMT; when the rotation speed of the input shaft of the AMT is lower than the first rotation speed threshold and the duration exceeds a first preset time length, driving the clutch to quickly engage; when the rotation speed of the input shaft of the AMT is consistent with the rotation speed of the engine of the vehicle, determining a brake gradient of the intermediate shaft brake of the AMT according to the first drop gradient and the second drop gradient; recording the brake gradient of the intermediate shaft brake of the AMT and the latest slip point position of the clutch; controlling the operation of the AMT according to the brake gradient of the intermediate shaft brake of the AMT and the latest slip point position of the clutch.

2. The method of claim 1, wherein, The plurality of operating parameters include the rotation speed of the engine of the vehicle, the rotation speed of the input shaft of the AMT, first recorded information of the brake gradient of the intermediate shaft brake of the AMT, and the oil temperature of the AMT; Correspondingly, the if it is determined that the vehicle meets an AMT adaptive control condition according to the plurality of operating parameters includes: if the rotation speed of the engine and the rotation speed of the input shaft of the AMT are both idle, the time of maintaining the idle state exceeds a second preset time length, and the brake gradient of the intermediate shaft brake of the AMT is never recorded in the first recorded information, it is determined that the vehicle meets the AMT adaptive control condition; or, If the engine speed and the input shaft speed of the AMT are both reduced to idle speed, and the time of maintaining idle speed exceeds the second preset time length, and the oil temperature of the AMT changes by more than a first preset threshold value compared with the oil temperature of the AMT when the AMT enters the AMT adaptive control process last time, it is determined that the vehicle meets the AMT adaptive control condition.

3. The method of claim 2, wherein, The plurality of operating parameters further include second record information of the latest slip point position of the clutch and a temperature of the clutch. Correspondingly, the step of determining that the vehicle meets the AMT adaptive control condition according to the plurality of operating parameters further includes: If the engine speed and the input shaft speed of the AMT are both reduced to idle speed, and the time of maintaining idle speed exceeds the second preset time length, and the latest slip point position of the clutch is never recorded in the second record information, it is determined that the vehicle meets the AMT adaptive control condition; or, If the engine speed and the input shaft speed of the AMT are both reduced to idle speed, and the time of maintaining idle speed exceeds the second preset time length, and the temperature of the clutch changes by more than a second preset threshold value compared with the temperature of the clutch when the AMT enters the AMT adaptive control process last time, it is determined that the vehicle meets the AMT adaptive control condition.

4. The method of claim 1, wherein, The step of determining the braking gradient of the intermediate shaft brake of the AMT according to the first descending gradient and the second descending gradient includes: obtaining a first weight corresponding to the first descending gradient and a second weight corresponding to the second descending gradient; performing weighted calculation on the first descending gradient and the second descending gradient according to the first weight and the second weight to obtain the braking gradient of the intermediate shaft brake of the AMT.

5. The method of claim 1, wherein, Before the step of obtaining the plurality of operating parameters of the vehicle when it is detected that the engine is in an idle state, the method further includes: determining whether the gear position of the AMT is in neutral and the clutch is fully engaged during the operation of the vehicle; if the gear position of the AMT is in neutral and the clutch is fully engaged, sending an instruction to an electronic control unit of the engine to control the electronic control unit of the engine to maintain the engine at idle speed.

6. The method of claim 1, wherein, After the step of entering the AMT adaptive control process, the method further includes: if it is detected that the brake pedal angle or the throttle opening degree of the vehicle changes by more than a preset opening degree value, exiting the AMT adaptive control process.

7. The method according to any one of claims 1 to 6, characterized in that, The first preset margin is 15%-20%.

8. The method according to any one of claims 1 to 6, characterized in that, The second preset margin is 5%-10%.

9. An AMT control device of a vehicle, characterized by The method includes: an operating parameter obtaining module configured to obtain the plurality of operating parameters of the vehicle when it is detected that the engine is in an idle state; an adaptive control condition determining module configured to enter an AMT adaptive control process if it is determined that the vehicle meets an AMT adaptive control condition according to the plurality of operating parameters; the adaptive control condition determining module includes: a clutch first separation unit configured to drive the clutch to rapidly separate to a first target position, wherein the first target position is the recorded slip point position of the clutch plus a first preset margin; a first drop gradient recording unit configured to record a first drop gradient of the rotational speed of the AMT's intermediate shaft when the clutch is disengaged to the first target position and the AMT's intermediate shaft brake is activated to rapidly drop the rotational speed of the AMT's intermediate shaft; a clutch slow engagement unit configured to drive the clutch to slowly engage when the rotational speed of the AMT's input shaft is lower than a first rotational speed threshold, and to drop the rotational speed of the AMT's input shaft to 0; a latest slip point position recording unit configured to record the latest slip point position of the clutch when the rotational speed of the AMT's input shaft starts to increase from 0 and exceeds a second rotational speed threshold, and to drive the clutch to slowly engage at the same time; a clutch first fast engagement unit configured to drive the clutch to fast engage when the rotational speed of the AMT's input shaft exceeds a third rotational speed threshold; a clutch second disengagement unit configured to drive the clutch to fast disengage to a second target position when the rotational speed of the AMT's input shaft is consistent with the rotational speed of the vehicle's engine, wherein the second target position is the latest slip point position of the clutch plus a second preset margin; a second drop gradient recording unit configured to record a second drop gradient of the rotational speed of the AMT's intermediate shaft when the clutch is disengaged to the second target position and the AMT's intermediate shaft brake is activated to rapidly drop the rotational speed of the AMT's intermediate shaft; a clutch second fast engagement unit configured to drive the clutch to fast engage when the rotational speed of the AMT's input shaft is lower than the first rotational speed threshold and the duration exceeds a first preset time length; a brake gradient determination unit configured to determine a brake gradient of the AMT's intermediate shaft brake according to the first drop gradient and the second drop gradient when the rotational speed of the AMT's input shaft is consistent with the rotational speed of the vehicle's engine, and to record the brake gradient of the AMT's intermediate shaft brake and the latest slip point position of the clutch; a control unit configured to control the operation of the AMT according to the brake gradient of the AMT's intermediate shaft brake and the latest slip point position of the clutch.

10. An electronic control unit for an AMT, characterized in that comprising: a memory and a processor; the memory stores computer-executable instructions; the processor executes the computer-executable instructions stored in the memory to implement the AMT control method of the vehicle according to any one of claims 1 to 8.

11. A computer readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, and the computer-executable instructions are executed by the processor to implement the AMT control method of the vehicle according to any one of claims 1 to 8.

12. A computer program product comprising a computer program, characterized in that, The computer program is executed by the processor to implement the AMT control method of the vehicle according to any one of claims 1 to 8.

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