AMT torque recovery control method, device, electronic equipment and medium after gear shift

Abstract

This invention relates to an AMT (Automated Manual Transmission) torque recovery control method, device, electronic equipment, and medium after gear shifting, belonging to the field of AMT control technology. The method includes: determining the torque at the input shaft end based on the vehicle's overall driving resistance; and controlling the engine torque based on the torque at the input shaft end and the transmission torque of the clutch during clutch engagement. The AMT torque recovery control method provided by this invention determines the torque at the input shaft end based on the vehicle's overall driving resistance. During clutch engagement, it controls the engine torque based on the torque at the input shaft end and the transmission torque of the clutch. Specifically, after gear shifting, when the engine speed and input shaft speed are synchronized, the clutch engages smoothly based on the dynamic balance between the engine torque and the input shaft torque, reducing transmission system vibration caused by the engine speed not synchronizing with the input shaft speed, and improving shifting time and smoothness.

Description

Technical Field

[0001] This invention relates to the field of AMT control technology, and in particular to a method, device, electronic device and medium for torque recovery control after AMT gear shift. Background Technology

[0002] The shifting process of an Automated Mechanical Transmission (AMT) generally consists of three stages: engine torque reduction, gear shifting, and engine torque increase. The engine torque reduction stage involves clutch disengagement, while the engine torque increase stage involves clutch engagement. During the engine torque increase stage, the engine torque is controlled by the Transmission Control Unit (TCU) to increase at a certain slope, while the clutch also closes at a certain rate, restoring power to the vehicle. Generally, after a gear shift, the clutch driven plate speed is synchronized to the speed corresponding to the target gear, and the engine speed is controlled by the TCU to the same target speed. Synchronizing these two speeds and engaging the clutch avoids vibration in the transmission system during engagement. This is the most common approach used in current technology.

[0003] For some gearboxes with large speed ratio differences, taking upshifting as an example, the target engine speed drops significantly after shifting. The engine speed decreases due to internal resistance after fuel injection stops, and its rate is limited. When the speed ratio difference is large, it often cannot reduce the speed to the target speed within the required time. However, the input shaft speed can be quickly reduced to the target speed under the control of the gearbox using synchronizers or intermediate shaft brakes. This results in a certain speed difference between the engine speed and the input shaft speed when the engine enters the torque-boosting phase after shifting.

[0004] In this situation, if the clutch is engaged directly before the engine speed and the target speed are synchronized, it will cause vibration in the transmission system and fail to meet the smoothness requirements; if the engine speed is kept waiting to reach the target speed before synchronization, the shift time will be very long and will not meet the drivability requirements.

[0005] Figure 1 One of the schematic diagrams provided for existing technology illustrating the changes in engine speed, input shaft speed, engine torque, and clutch torque during upshifting, such as... Figure 1 As shown, at time t1, the gear shift is completed and the input shaft has been reduced to the target speed, but the engine speed is not synchronized. At this moment, the clutch has been pre-engaged to the engagement point and has started to transmit torque. However, due to the large speed difference between the engine and the input shaft, this engagement will cause the transmission system to vibrate violently and will not meet the smoothness requirements.

[0006] Figure 2The second schematic diagram illustrating the changes in engine speed, input shaft speed, engine torque, and clutch torque during upshifting, provided for existing technology, is as follows: Figure 2 As shown, at time t1, the gear shift is completed. We continue to wait until time t2, when the engine speed drops to the target speed, before engaging the clutch. However, the power interruption time is extended from t2 to t1, which does not meet the drivability requirements. Summary of the Invention

[0007] In view of this, it is necessary to provide an AMT torque recovery control method, device, electronic equipment and medium to solve the problems of large transmission system vibration and long shift time caused by existing torque recovery methods.

[0008] To address the above problems, this invention provides a torque recovery control method after gear shifting in an automatic transmission (AMT), comprising:

[0009] The torque at the input shaft end is determined based on the overall vehicle driving resistance; the input shaft end is the clutch driven plate end.

[0010] During clutch engagement, the engine torque is controlled based on the torque at the input shaft end and the torque transmitted by the clutch.

[0011] In one possible implementation, controlling the engine torque based on the torque at the input shaft end and the transmission torque of the clutch includes:

[0012] When the torque at the input shaft end is greater than the transmission torque of the clutch, the torque of the engine is determined based on the transmission torque of the clutch, the rotational inertia of the engine, and the angular acceleration of the engine.

[0013] In one possible implementation, controlling the engine torque based on the torque at the input shaft end and the transmission torque of the clutch includes:

[0014] When the torque at the input shaft end is less than or equal to the transmission torque of the clutch, the torque of the engine is determined based on the torque at the input shaft end, the moment of inertia of the engine, and the angular acceleration of the engine.

[0015] In one possible implementation, the torque of the engine is expressed as follows:

[0016]

[0017] in, This indicates the engine's torque. This indicates the torque transmitted by the clutch. This indicates the torque at the input shaft end. This represents the engine's moment of inertia. This indicates the angular acceleration of the engine.

[0018] In one possible implementation, the expression for the torque at the input shaft end is as follows:

[0019]

[0020] in, This indicates the torque at the input shaft end. Indicates the overall vehicle resistance. Gmain Indicates the rear axle speed ratio. Ggear Indicates the gear ratio of the current gear. Indicates the efficiency of the transmission system. This indicates the tire's rolling radius.

[0021] In one possible implementation, the vehicle's driving resistance includes:

[0022] Air resistance, rolling resistance, slope resistance, cornering resistance, and acceleration resistance.

[0023] The present invention also provides an AMT torque recovery control device after gear shift, comprising:

[0024] The determination module is used to determine the torque at the input shaft end based on the overall vehicle driving resistance; the input shaft end is the clutch driven plate end;

[0025] The control module is used to control the engine torque based on the torque at the input shaft end and the torque transmitted by the clutch during clutch engagement.

[0026] On the other hand, the present invention also provides an electronic device, including a memory and a processor, wherein,

[0027] The memory is used to store programs;

[0028] The processor, coupled to the memory, is used to execute the program stored in the memory to implement the AMT post-shift torque recovery control method described in any of the above implementations.

[0029] On the other hand, the present invention also provides a computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the AMT torque recovery control method described in any of the above implementations.

[0030] On the other hand, the present invention also provides a computer program product, including a computer program, which, when executed by a processor, implements the AMT torque recovery control method described in any of the above implementations.

[0031] The beneficial effects of this invention are as follows: The AMT torque recovery control method, device, electronic equipment, and medium provided by this invention determine the torque at the input shaft end based on the vehicle's overall driving resistance. During clutch engagement, the engine torque is controlled based on the torque at the input shaft end and the transmission torque of the clutch. That is, after the gear shift is completed, when the engine speed and input shaft speed are synchronized, the clutch is smoothly engaged based on the dynamic balance between the engine torque and the input shaft torque. This reduces transmission system vibration caused by the clutch engagement due to the engine speed not being synchronized with the input shaft speed, and improves shift time and shift smoothness. Through this control method, the engine torque can be effectively restored after gear shift, improving the vehicle's driving comfort and power performance, and reducing the impact and unevenness during gear shift. Attached Figure Description

[0032] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0033] Figure 1 One of the schematic diagrams illustrating the changes in engine speed, input shaft speed, engine torque, and clutch torque during upshifting, provided for existing technologies;

[0034] Figure 2 The second schematic diagram illustrating the changes in engine speed, input shaft speed, engine torque, and clutch torque during upshifting, provided for existing technologies;

[0035] Figure 3 A flowchart illustrating an embodiment of the AMT torque recovery control method after gear shift provided by the present invention;

[0036] Figure 4 A schematic diagram illustrating the changes in engine speed, input shaft speed, engine torque, and clutch torque during upshifting, provided by the present invention;

[0037] Figure 5 This is a schematic diagram illustrating the torque recovery control method after AMT shifting that is not employed in the present invention.

[0038] Figure 6 This is a schematic diagram of the torque recovery control method after gear shifting in an AMT (Automated Manual Transmission) system provided by the present invention.

[0039] Figure 7 A schematic diagram of an embodiment of the AMT post-shift torque recovery control device provided by the present invention;

[0040] Figure 8 A schematic diagram of an embodiment of the electronic device provided by the present invention. Detailed Implementation

[0041] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0042] In the description of the embodiments of the present invention, unless otherwise stated, "multiple" means two or more. "And / or" describes the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can represent three situations: A exists alone, A and B exist simultaneously, and B exists alone.

[0043] The terms "first," "second," etc., used in the embodiments of this invention are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a technical feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature.

[0044] Figure 3 A flowchart illustrating an embodiment of the AMT (Automated Manual Transmission) torque recovery control method provided by the present invention is shown below. Figure 3 As shown, the torque recovery control method after AMT shifting includes:

[0045] S301. Determine the torque at the input shaft end based on the overall vehicle driving resistance; the input shaft end is the clutch driven plate end;

[0046] S302. During the clutch engagement process, the engine torque is controlled based on the torque at the input shaft end and the torque transmitted by the clutch.

[0047] It should be noted that the execution subject of the AMT post-shift torque recovery control method provided by this invention can be an electronic device, a component within an electronic device, an integrated circuit, or a chip. This electronic device can be a mobile electronic device or a non-mobile electronic device. This electronic device can be installed on a vehicle; this invention does not impose specific limitations on its installation.

[0048] Compared with the prior art, the torque recovery control method after shifting in an AMT provided by this invention determines the torque at the input shaft end based on the vehicle's overall driving resistance. During clutch engagement, the engine torque is controlled based on the torque at the input shaft end and the transmission torque of the clutch. That is, after shifting, when the engine speed and input shaft speed are synchronized, the clutch is smoothly engaged based on the dynamic balance between the engine torque and the input shaft torque. This reduces transmission system vibration caused by the clutch engagement due to the engine speed not being synchronized with the input shaft speed, and improves shifting time and shifting smoothness. Through this control method, the engine torque can be effectively restored after shifting, improving the vehicle's driving comfort and power performance, and reducing the impact and unevenness during shifting.

[0049] In some embodiments of the present invention, the vehicle driving resistance includes:

[0050] Air resistance, rolling resistance, slope resistance, cornering resistance, and acceleration resistance.

[0051] First, it is necessary to obtain the overall vehicle driving resistance, which includes air resistance, rolling resistance, slope resistance, cornering resistance, and acceleration resistance.

[0052] Air resistance is the resistance a vehicle experiences due to its relative motion with the air while driving. It is related to factors such as the vehicle's shape, speed, and air density.

[0053] Rolling resistance is the resistance generated when a vehicle tire contacts the ground due to the friction between the tire and the ground. It is affected by factors such as vehicle mass, tire type, and road conditions.

[0054] Gradient resistance is the resistance a vehicle experiences when climbing or descending a slope due to gravity. When climbing, the steeper the slope, the greater the resistance; when descending, the steeper the slope, the smaller the resistance.

[0055] Cornering resistance is the resistance generated when a vehicle is driving through a curve due to the lateral force between the tires and the ground during turning. It is affected by factors such as vehicle speed, corner radius, and tire lateral grip.

[0056] Acceleration resistance is the resistance generated when a vehicle accelerates due to the torque output by the engine and the losses in the power transmission system. It involves factors such as engine power output and transmission efficiency.

[0057] These driving resistances have a significant impact on vehicle performance and energy consumption. Accurately estimating and considering overall vehicle driving resistance is crucial in controlling engine torque and AMT systems to optimize shifting strategies and improve fuel economy.

[0058] Resistance calculation is a common calculation method in the automotive industry and will not be elaborated here. The real-time vehicle resistance can be denoted as... .

[0059] In some embodiments of the present invention, the expression for the torque at the input shaft end is as follows:

[0060]

[0061] in, This indicates the torque at the input shaft end. Indicates the overall vehicle resistance. Gmain Indicates the rear axle speed ratio. Ggear Indicates the gear ratio of the current gear. Indicates the efficiency of the transmission system. This indicates the tire's rolling radius.

[0062] Before the clutch engages, the force conditions on the clutch pressure plate (i.e., the engine end) and the clutch driven plate (i.e., the input shaft end) can be analyzed. The torque on the engine end is controlled by the AMT during gear shifting, which is the focus of control in this embodiment of the invention. The torque on the input shaft end is the vehicle's resistance torque at this time. The expression is as follows:

[0063]

[0064] in, This indicates the torque at the input shaft end. Indicates the overall vehicle resistance. Gmain Indicates the rear axle speed ratio. Ggear Indicates the gear ratio of the current gear. Indicates the efficiency of the transmission system. This indicates the tire's rolling radius.

[0065] In some embodiments of the present invention, controlling the engine torque based on the torque at the input shaft end and the transmission torque of the clutch includes:

[0066] When the torque at the input shaft end is greater than the transmission torque of the clutch, the torque of the engine is determined based on the transmission torque of the clutch, the rotational inertia of the engine, and the angular acceleration of the engine.

[0067] When the torque at the input shaft end is greater than the torque transmitted by the clutch, the engine torque equals the torque transmitted by the clutch. Subtract the engine's moment of inertia Multiplied by the engine's angular acceleration .

[0068] The torque recovery control method after AMT shift provided in this invention can achieve smooth changes in engine torque during clutch engagement. When the torque at the input shaft end is greater than the transmission torque of the clutch, the engine torque will gradually increase as the transmission torque of the clutch increases, thereby achieving smooth torque transfer and helping to improve shift smoothness and driving comfort.

[0069] In some embodiments of the present invention, controlling the engine torque based on the torque at the input shaft end and the transmission torque of the clutch includes:

[0070] When the torque at the input shaft end is less than or equal to the transmission torque of the clutch, the torque of the engine is determined based on the torque at the input shaft end, the moment of inertia of the engine, and the angular acceleration of the engine.

[0071] When the torque at the input shaft end is less than or equal to the torque transmitted by the clutch, the engine torque is equal to the torque at the input shaft end. Subtract the engine's moment of inertia Multiplied by the engine's angular acceleration .

[0072] The torque recovery control method after gear shift in an AMT (Automated Manual Transmission) provided in this invention can achieve smooth changes in engine torque during clutch disengagement. When the torque at the input shaft end is less than or equal to the torque transmitted by the clutch, the engine torque is maintained at a constant value. This is to further accelerate the engine speed to synchronize with the input shaft speed.

[0073] In some embodiments of the present invention, the torque of the engine is expressed as follows:

[0074]

[0075] in, This indicates the engine's torque. This indicates the torque transmitted by the clutch. This indicates the torque at the input shaft end. This represents the engine's moment of inertia. This indicates the angular acceleration of the engine.

[0076] During the clutch engagement process, the engine experiences the overall vehicle resistance torque. Or, relatively speaking, the entire vehicle is subject to the resistance torque of the engine. These two are related as action and reaction forces, and are influenced by the torque transmission characteristics of the clutch, that is, the torque transmitted by the clutch. It is influenced by one's abilities. It is the torque transmission characteristic of the clutch, which represents the relationship between the clutch's torque transmission capacity and displacement. It is a basic parameter for AMT control of the clutch, and AMT can obtain it through displacement and bench tests.

[0077] when Less than the drag torque of the whole vehicle hour, , and when Greater than or equal to the vehicle's drag torque hour, .

[0078] To balance the forces on the engine and input shaft when the clutch is engaged, the engine torque is controlled according to the following relationship:

[0079]

[0080] in, This indicates the engine's torque. This indicates the torque transmitted by the clutch. This indicates the torque at the input shaft end. This represents the engine's moment of inertia. This represents the engine's angular acceleration. This is because part of the engine's torque is used to counteract the drag torque exerted on the engine by the vehicle, and the other part is converted into the engine's angular acceleration.

[0081] Among them, the torque at the input shaft end That is, the overall vehicle resistance torque, which is the torque converted from the overall vehicle driving resistance to the clutch driven plate. It is the overall vehicle drag torque. The resistance to the engine when the clutch disengages, Because the clutch driven plate is not in contact with the engine, it cannot create resistance. However, when the clutch is fully engaged, This is because the vehicle's resistance is entirely fed back to the engine.

[0082] In the torque control during the engine torque increase phase, dynamic torque balance control is adopted to dynamically balance the torque required by the engine torque and engine speed changes with the resistance torque fed back to the engine by the clutch.

[0083] By relying on the vehicle's resistance torque to synchronize the engine speed under the friction of the clutch, and at this time the torques of the two friction ends are balanced, the vibration of the entire transmission system can be greatly reduced, so that the vehicle can maintain good smoothness while quickly restoring power.

[0084] Because the torques at the engine end and the input shaft end are dynamically balanced during the entire speed synchronization phase, the engine speed will be smoothly engaged, eliminating transmission vibration caused by speed difference engagement, thus achieving the effect of shortening power interruption time and improving smoothness.

[0085] The torque recovery control method after shifting in an AMT provided in this embodiment of the invention is designed for transmissions with large speed ratio differences and weak engine deceleration capability. In order to improve the shift time and smoothness of the torque recovery phase, the method controls the dynamic balance between the engine torque and the torque at the input shaft end during the engine torque recovery phase, so as to smoothly engage the clutch and eliminate transmission system vibration.

[0086] The torque recovery control method after gear shifting in AMT provided by this invention will be described in detail below, taking into account specific application scenarios.

[0087] The torque recovery control method after shifting in an AMT provided by this invention is most effective in upshifting conditions of a transmission with a large speed ratio difference.

[0088] First, the vehicle's overall driving resistance is calculated in real time, including air resistance, rolling resistance, slope resistance, cornering resistance, and acceleration resistance. This part of the resistance calculation uses formulas commonly used in the automotive industry and will not be elaborated upon. The real-time overall vehicle driving resistance is... .

[0089] Before the clutch engages, the force conditions on the clutch pressure plate (engine end) and the clutch driven plate (input shaft end) can be analyzed. The torque on the engine end is controlled by the AMT during gear shifting, which is the focus of control in this invention. The torque on the input shaft end is the vehicle's resistance torque at this time. The expression is as follows:

[0090]

[0091] in, This indicates the torque at the input shaft end. Indicates the overall vehicle resistance. Gmain Indicates the rear axle speed ratio. Ggear Indicates the gear ratio of the current gear. Indicates the efficiency of the transmission system. This indicates the tire's rolling radius.

[0092] During the clutch engagement process, the engine experiences overall vehicle resistance torque. Or, relatively speaking, the entire vehicle is subject to the resistance torque of the engine. These two are related as action and reaction forces, and are affected by the torque transmission characteristics of the clutch, that is, the clutch's torque transmission capability. This value... These are parameters related to the clutch engagement displacement, and are fundamental parameters for AMT clutch control. AMT can obtain these parameters through displacement and bench tests.

[0093] when Less than the drag torque of the whole vehicle hour, , and when Greater than or equal to the vehicle's drag torque hour, .

[0094] To balance the forces on the engine and input shaft when the clutch is engaged, the engine torque is controlled according to the following relationship:

[0095]

[0096] in, This indicates the engine's torque. This indicates the torque transmitted by the clutch. This indicates the torque at the input shaft end. This represents the engine's moment of inertia. This represents the engine's angular acceleration. This is because part of the engine's torque is used to counteract the drag torque exerted on the engine by the vehicle, and the other part is converted into the engine's angular acceleration.

[0097] Figure 4 The diagram illustrates the changes in engine speed, input shaft speed, engine torque, and clutch torque during upshifting, as provided by this invention. Figure 4 As shown, at time t1, the gear shift is completed and the input shaft speed has reached the target speed, while the engine speed is limited by its own deceleration rate and has not yet reached the target speed. At this time, there is a certain speed difference between the engine speed and the input shaft speed.

[0098] To reduce the overall shift time, the clutch is pre-engaged before time point t1, at which point the clutch transmits torque. As the clutch continues to engage at a certain rate, slippage begins to occur between the driven plate and the pressure plate of the clutch. Continue to rise at a certain slope, controlling the engine torque. according to As the speed increases at a certain rate, the engine speed will accelerate under the action of friction to synchronize with the input shaft speed.

[0099] At time t2, the clutch transmits torque. The overall vehicle drag torque was achieved. At this point, the clutch remains engaged to maintain engine torque. At this point, the engine speed will further accelerate to synchronize with the input shaft speed.

[0100] At time t3, the engine speed and the input shaft speed are completely synchronized. The engine torque and the vehicle resistance torque are kept in balance to keep the speed stable until time t4. Then the engine speed continues to increase at a certain rate until the torque required by the driver is reached.

[0101] Using the AMT torque recovery control method provided by this invention, the transmission system vibration problem caused by the engagement of the clutch due to the engine speed not being synchronized with the input shaft speed can be significantly reduced, thereby improving shift time and shift smoothness.

[0102] This invention provides an AMT (Automated Manual Transmission) torque recovery control method after gear shifting. It proposes a method for calculating the input shaft torque using the vehicle's driving resistance and clutch torque transmission characteristics. Furthermore, it utilizes the dynamic balance between engine torque and input shaft torque during the synchronization phase after gear shifting to reduce vibration in transmission systems with speed difference engagement. Specifically, for transmissions with large speed ratio differences and weak engine deceleration capabilities, this method improves shift time and smoothness during the torque recovery phase by controlling the dynamic balance between engine torque and input shaft torque during the engine torque recovery phase, thereby ensuring smooth clutch engagement and eliminating transmission system vibration.

[0103] Figure 5 This is a schematic diagram illustrating the torque recovery control method after gear shift in an AMT system not provided by this invention. Figure 6 This is a schematic diagram illustrating the torque recovery control method after gear shifting in an AMT (Automated Manual Transmission) system provided by the present invention, as shown below. Figure 5 This is data from a single 2-to-3 increase that did not use this method. Figure 6 The data is from a 2-to-3 shift under the same operating conditions using this control method. The data comparison shows that the torque recovery control method after AMT shift provided by this invention can effectively reduce the vibration of the transmission system and improve the shift time and shift smoothness.

[0104] The AMT torque recovery control method, device, electronic equipment, and medium provided in this invention determine the torque at the input shaft end based on the vehicle's overall driving resistance. During clutch engagement, the engine torque is controlled based on the torque at the input shaft end and the transmission torque of the clutch. Specifically, after gear shifting, when the engine speed and input shaft speed are synchronized, the clutch engages smoothly based on the dynamic balance between the engine torque and the input shaft torque. This reduces transmission system vibration caused by the clutch engaging when the engine speed is not synchronized with the input shaft speed, and improves shifting time and smoothness. Through this control method, engine torque can be effectively recovered after gear shifting, improving vehicle driving comfort and power performance, and reducing shifting shock and unevenness.

[0105] To better implement the AMT post-shift torque recovery control method in this embodiment of the invention, this embodiment also provides an AMT post-shift torque recovery control device. Figure 7 This is a schematic diagram of an embodiment of the AMT post-shift torque recovery control device provided by the present invention, as shown below. Figure 7 As shown, the AMT post-shift torque recovery control device 700 includes:

[0106] The determination module 710 is used to determine the torque at the input shaft end based on the overall vehicle driving resistance; the input shaft end is the clutch driven plate end;

[0107] The control module 720 is used to control the engine torque based on the torque at the input shaft end and the transmission torque of the clutch during clutch engagement.

[0108] The AMT shift torque recovery control device 700 provided in the above embodiments can realize the technical solution described in the above AMT shift torque recovery control method embodiments. The specific implementation principle of each module or unit can be found in the corresponding content in the AMT shift torque recovery control method embodiments, and can achieve the same technical effect. Here, the parts that are the same as those in the method embodiments and the beneficial effects will not be described in detail.

[0109] Optionally, the control module 720 is specifically used for:

[0110] When the torque at the input shaft end is greater than the transmission torque of the clutch, the torque of the engine is determined based on the transmission torque of the clutch, the rotational inertia of the engine, and the angular acceleration of the engine.

[0111] Optionally, the control module 720 is specifically used for:

[0112] When the torque at the input shaft end is less than or equal to the transmission torque of the clutch, the torque of the engine is determined based on the torque at the input shaft end, the moment of inertia of the engine, and the angular acceleration of the engine.

[0113] Optionally, the expression for the engine torque is as follows:

[0114]

[0115] in, This indicates the engine's torque. This indicates the torque transmitted by the clutch. This indicates the torque at the input shaft end. This represents the engine's moment of inertia. This indicates the angular acceleration of the engine.

[0116] Optionally, the expression for the torque at the input shaft end is as follows:

[0117]

[0118] in, This indicates the torque at the input shaft end. Indicates the overall vehicle resistance. Gmain Indicates the rear axle speed ratio. Ggear Indicates the gear ratio of the current gear. Indicates the efficiency of the transmission system. This indicates the tire's rolling radius.

[0119] Optionally, the overall vehicle driving resistance includes:

[0120] Air resistance, rolling resistance, slope resistance, cornering resistance, and acceleration resistance.

[0121] like Figure 8 As shown, the present invention also provides an electronic device 800. The electronic device 800 includes a processor 801, a memory 802, and a display 803. Figure 8 Only some components of the electronic device 800 are shown, but it should be understood that it is not required to implement all the components shown, and more or fewer components may be implemented instead.

[0122] In some embodiments, processor 801 may be a central processing unit (CPU), microprocessor, or other data processing chip, used to run program code stored in memory 802 or process data, such as the AMT torque recovery control method after gear shift in this invention, which includes:

[0123] The torque at the input shaft end is determined based on the overall vehicle driving resistance; the input shaft end is the clutch driven plate end.

[0124] During clutch engagement, the engine torque is controlled based on the torque at the input shaft end and the torque transmitted by the clutch.

[0125] In some embodiments, processor 801 may be a single server or a group of servers. The server group may be centralized or distributed. In some embodiments, processor 801 may be local or remote. In some embodiments, processor 801 may be implemented on a cloud platform. In some embodiments, the cloud platform may include private cloud, public cloud, hybrid cloud, community cloud, distributed cloud, internal cloud, multi-cloud, etc., or any combination thereof.

[0126] In some embodiments, memory 802 may be an internal storage unit of electronic device 800, such as a hard disk or memory of electronic device 800. In other embodiments, memory 802 may also be an external storage device of electronic device 800, such as a plug-in hard disk, smart media card (SMC), secure digital (SD) card, flash card, etc. equipped on electronic device 800.

[0127] Furthermore, the memory 802 may include both internal storage units of the electronic device 800 and external storage devices. The memory 802 is used to store application software and various types of data installed on the electronic device 800.

[0128] In some embodiments, display 803 may be an LED display, a liquid crystal display, a touch-sensitive liquid crystal display, or an organic light-emitting diode (OLED) touchscreen, etc. Display 803 is used to display information in electronic device 800 and to display a visual user interface. Components 801-803 of electronic device 800 communicate with each other via a system bus.

[0129] In one embodiment, when the processor 801 executes the AMT post-shift torque recovery control program in the memory 802, the following steps can be implemented:

[0130] The torque at the input shaft end is determined based on the overall vehicle driving resistance; the input shaft end is the clutch driven plate end.

[0131] During clutch engagement, the engine torque is controlled based on the torque at the input shaft end and the torque transmitted by the clutch.

[0132] It should be understood that when the processor 801 executes the AMT shift torque recovery control program in the memory 802, in addition to the functions mentioned above, it can also perform other functions, as detailed in the description of the corresponding method embodiments above.

[0133] Furthermore, this embodiment of the invention does not specifically limit the type of electronic device 800 mentioned. Electronic device 800 can be a mobile phone, tablet computer, personal digital assistant (PDA), wearable device, laptop computer, or other portable electronic device. Exemplary embodiments of portable electronic devices include, but are not limited to, portable electronic devices running iOS, Android, Microsoft, or other operating systems. The aforementioned portable electronic device can also be other portable electronic devices, such as a laptop computer with a touch-sensitive surface (e.g., a touch panel). It should also be understood that in some other embodiments of the invention, electronic device 800 may not be a portable electronic device, but rather a desktop computer with a touch-sensitive surface (e.g., a touch panel).

[0134] Accordingly, this application also provides a computer-readable storage medium for storing a computer-readable program or instruction. When the program or instruction is executed by a processor, it can implement the steps or functions of the AMT shift torque recovery control method provided in the above-described method embodiments.

[0135] On the other hand, the present invention also provides a computer program product, which includes a computer program that can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer is able to perform the steps in the AMT post-shift torque recovery control method provided in the above-described method embodiments, the method including:

[0136] The torque at the input shaft end is determined based on the overall vehicle driving resistance; the input shaft end is the clutch driven plate end.

[0137] During clutch engagement, the engine torque is controlled based on the torque at the input shaft end and the torque transmitted by the clutch.

[0138] Those skilled in the art will understand that all or part of the processes of the methods described in the above embodiments can be implemented by a computer program instructing related hardware (such as a processor, controller, etc.), and the computer program can be stored in a computer-readable storage medium. The computer-readable storage medium may be a disk, optical disk, read-only memory, or random access memory, etc.

[0139] The foregoing has provided a detailed description of the AMT post-shift torque recovery control method, device, electronic equipment, and medium provided by the present invention. Specific examples have been used to illustrate the principles and implementation methods of the present invention. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of the present invention. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of the present invention. Therefore, the content of this specification should not be construed as a limitation of the present invention.

Claims

1. An AMT shift-after-torque-recovery control method characterized by, The method comprises: determining the torque of the input shaft end based on the total driving resistance of the vehicle; the input shaft end is the clutch driven disc end; during clutch engagement, controlling the torque of the engine based on the torque of the input shaft end and the transmission torque of the clutch, comprising: when the torque of the input shaft end is greater than the transmission torque of the clutch, determining the torque of the engine based on the transmission torque of the clutch, the moment of inertia of the engine and the angular acceleration of the engine; wherein the expression of the torque of the engine is as follows: wherein, represents a torque of the engine, represents a transmission torque of the clutch, represents a torque of the input shaft end, represents a moment of inertia of the engine, represents an angular acceleration of the engine.

2. The AMT shift-lag torque-recovery control method of claim 1, wherein, the controlling of the torque of the engine based on the torque of the input shaft end and the transmission torque of the clutch comprises: when the torque of the input shaft end is less than or equal to the transmission torque of the clutch, determining the torque of the engine based on the torque of the input shaft end, the moment of inertia of the engine and the angular acceleration of the engine.

3. The AMT shift-torque-recovery control method of claim 1, wherein, the expression of the torque of the input shaft end is as follows: wherein, represents the torque of the input shaft end, represents the total vehicle running resistance, Gmain represents the rear axle speed ratio, Ggear represents the current gear speed ratio, represents the transmission system efficiency, represents the tire rolling radius.

4. The AMT shift-torque-recovery control method of claim 1, wherein, The total driving resistance of the vehicle comprises: air resistance, rolling resistance, slope resistance, curve resistance and acceleration resistance.

5. An AMT shift torque restoration control device characterized by comprising: The method comprises: determining the torque of the input shaft end based on the total driving resistance of the vehicle; the input shaft end is the clutch driven disc end; controlling the torque of the engine based on the torque of the input shaft end and the transmission torque of the clutch during clutch engagement, comprising: when the torque of the input shaft end is greater than the transmission torque of the clutch, determining the torque of the engine based on the transmission torque of the clutch, the moment of inertia of the engine and the angular acceleration of the engine; wherein the expression of the torque of the engine is as follows: wherein, represents a torque of the engine, represents a transmission torque of the clutch, represents a torque of the input shaft end, represents a moment of inertia of the engine, represents an angular acceleration of the engine.

6. An electronic device, comprising: comprising a memory and a processor, wherein the memory is configured to store a program; the processor is coupled to the memory and configured to execute the program stored in the memory to implement the AMT shift torque recovery control method according to any one of claims 1 to 4.

7. A computer-readable storage medium having stored thereon a computer program, characterized in that The computer program is executed by the processor to implement the AMT shift torque recovery control method according to any one of claims 1 to 4.

8. A computer program product comprising a computer program, characterized in that, The computer program is executed by the processor to implement the AMT shift torque recovery control method according to any one of claims 1 to 4.

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