An AMT natural gas commercial vehicle shift torque control method, device, equipment and storage medium

Abstract

The present application belongs to the field of shift control, and specifically provides an AMT natural gas commercial vehicle shift torque control method, device, equipment and storage medium, the method comprising: calculating a predicted shift point and calculating a predicted shift time in real time according to the predicted shift point; adjusting the engine torque after reaching the predicted shift time; the predicted shift time is earlier than the actual shift time; after reaching the actual shift time, the target torque required by the current AMT is calculated, and the current engine torque is monitored at the same time; comparing the error between the target torque and the current engine torque, and adjusting the requested torque in real time by using a PID controller. After the torque reduction starts, the AMT target torque and the current natural gas engine torque during the shift process are compared in real time, the current natural gas engine requested torque is adjusted by PID control, the current natural gas engine torque and the AMT required target torque are changed synchronously, and the torque control hysteresis problem during the shift of the matched AMT natural gas commercial vehicle can be avoided.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of shift control, in particular to an AMT natural gas commercial vehicle shift torque control method, device, equipment and storage medium. BACKGROUND

[0002] Compared with other automobile fuels, natural gas has the advantages of economy, environmental protection, cleanliness, etc., so that natural gas fuel is widely used in the automobile industry. The natural gas engine is a premixed combustion, and air and gas are premixed in the mixer. The mixed gas enters the engine cylinder, which needs a certain time.

[0003] When the AMT shift request adjusts the output torque of the engine, because there is still some residual fuel in the engine fuel supply system that has not been burned, the engine torque control is delayed according to the current fixed torque reduction slope control process, resulting in poor followability of the engine torque to the requested torque and poor dynamic performance, affecting the shift comfort. The problems of long shift time and poor quality. SUMMARY

[0004] In order to solve the problem that when the AMT directly requests different target torques from the natural gas engine, the response torque of the natural gas engine lags far behind the target torque requested by the AMT in the shift torque control process of the natural gas engine matched with the AMT, resulting in long shift time and poor quality, the present application provides an AMT natural gas commercial vehicle shift torque control method, device, equipment and storage medium.

[0005] In the first aspect, the present application provides an AMT natural gas commercial vehicle shift torque control method, comprising:

[0006] Calculate the predicted shift point and calculate the predicted shift time in real time according to the predicted shift point;

[0007] After reaching the predicted shift time, adjust the engine torque; the predicted shift time is earlier than the actual shift time;

[0008] After reaching the actual shift time, calculate the target torque required by the current AMT and monitor the current engine torque at the same time;

[0009] Compare the error between the target torque and the current engine torque, and adjust the requested torque in real time using a PID controller.

[0010] As a further limitation of the technical scheme of the present application, the step of calculating the predicted shift point and calculating the predicted shift time in real time according to the predicted shift point comprises:

[0011] Calculate the sum of the normal shift point and the shift point offset to obtain the predicted shift point;

[0012] The predicted shift point is calculated in real time according to the predicted shift point.

[0013] As a further limitation of the technical scheme of the present application, the step of calculating the predicted shift point by summing the normal shift point and the shift point offset includes the following steps before the step of calculating the predicted shift point:

[0014] The current actual torque of the engine and the current gear are obtained.

[0015] The shift point offset is obtained by the two-dimensional interpolation module according to the current actual torque of the engine and the current gear.

[0016] As a further limitation of the technical scheme of the present application, after the predicted shift time is reached, the step of adjusting the engine torque includes:

[0017] The engine torque is pre-adjusted after the predicted shift time is reached, and the engine requested torque slope is reduced according to the current torque at this time.

[0018] As a further limitation of the technical scheme of the present application, after the actual shift time is reached and the torque reduction is requested, the step of calculating the target torque required by the current AMT and monitoring the current engine torque includes:

[0019] After the actual shift time is reached and the torque reduction is requested, the target torque required by the AMT is calculated according to the current driving state of the vehicle and the position of the accelerator pedal, and the current engine torque is monitored.

[0020] As a further limitation of the technical scheme of the present application, the step of comparing the target torque with the current engine torque error and adjusting the requested torque in real time by using a PID controller includes:

[0021] By comparing the error between the target torque and the current torque, a PID control model is established, taking the AMT target torque and the current engine torque as inputs, and the requested torque as output, in order to reduce the torque error, and the requested torque is calculated.

[0022] As a further limitation of the technical scheme of the present application, the step of comparing the target torque with the current engine torque error and adjusting the requested torque in real time by using a PID controller includes:

[0023] The target torque is compared with the current torque error , and the requested torque under the current torque and the target torque is adjusted by using a PID control model; , and are the proportional coefficient, integral coefficient and differential coefficient in the PID control model, respectively;

[0024] A two-dimensional linear interpolation module is established, and the input is the target torque and the error of the target torque and the current torque, and the interpolation calculation output is obtained 、 and .

[0025] In a second aspect, the technical scheme of the present application also provides an AMT natural gas commercial vehicle shift torque control system, comprising an AMT gearbox control unit TCU and a natural gas engine control unit ECU.

[0026] The natural gas engine control unit ECU receives the shift request sent by the AMT gearbox control unit TCU, calculates the predicted shift point and the predicted shift time according to the predicted shift point, adjusts the engine torque after reaching the predicted shift time, and the predicted shift time is earlier than the actual shift time.

[0027] After reaching the actual shift time, the AMT gearbox control unit TCU calculates the target torque required by the current AMT, and simultaneously monitors the current engine torque; compares the error of the target torque and the current engine torque, and adjusts the requested torque in real time by using the PID controller.

[0028] As a further limitation of the technical scheme of the present application, the natural gas engine control unit ECU calculates the sum of the normal shift point and the shift point offset to obtain the predicted shift point; and calculates the predicted shift time in real time according to the predicted shift point.

[0029] As a further limitation of the technical scheme of the present application, the natural gas engine control unit ECU obtains the current actual torque of the engine and the current gear; and obtains the shift point offset through a two-dimensional interpolation module according to the current actual torque of the engine and the current gear.

[0030] As a further limitation of the technical scheme of the present application, the natural gas engine control unit ECU starts to pre-adjust the engine torque after reaching the predicted shift time, and at this time, the engine requested torque slope is reduced according to the size of the current torque.

[0031] As a further limitation of the technical scheme of the present application, the AMT gearbox control unit TCU calculates the target torque required by the AMT according to the current driving state of the vehicle and the position of the accelerator pedal after reaching the actual shift time to request torque reduction, and simultaneously monitors the current engine torque, specifically, by comparing the error of the target torque and the current torque, a PID control model is established, the AMT target torque and the current engine torque are taken as inputs, the requested torque is taken as output, and the requested torque is calculated for the purpose of reducing the torque error.

[0032] Compare the error of the target torque and the current torque error and the current torque is adjusted to the target torque by using a PID control model ; wherein , and are proportional coefficient, integral coefficient and differential coefficient in the PID control model, respectively.

[0033] A two-dimensional linear interpolation module is established, the input is the target torque and the error between the target torque and the current torque, and the values of , and are calculated and output by interpolation.

[0034] In a third aspect, the technical scheme of the present application also provides an electronic device, comprising: at least one processor; and a memory in communication connection with the at least one processor; the memory stores computer program instructions executable by the at least one processor, and the computer program instructions are executed by the at least one processor to enable the at least one processor to execute the AMT natural gas commercial vehicle shift torque control method according to the first aspect.

[0035] In a fourth aspect, the technical scheme of the present application also provides a non-transitory computer readable storage medium, which stores computer instructions, and the computer instructions enable the computer to execute the AMT natural gas commercial vehicle shift torque control method according to the first aspect.

[0036] As can be seen from the above technical scheme, the present application has the following advantages: by adding a shift point offset, the present application can predict the shift in advance, avoid the delay of natural gas engine combustion, and shorten the torque reduction time. The TCU monitors the engine torque in real time to ensure that the gearbox and the engine work in coordination during each shift process. According to the comparison between the requested torque and the engine torque as input, the requested torque is adjusted by PID to avoid the problem of torque response delay of natural gas due to mechanical structure. The TCU updates the torque request to the engine in real time to avoid the problem that the initial torque reduction process of natural gas is not controlled due to premixed fuel.

[0037] In addition, the design principle of the present application is reliable, the structure is simple, and it has very wide application prospect. BRIEF DESCRIPTION OF DRAWINGS

[0038] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiment or prior art description. Obviously, for those skilled in the art, other drawings can also be obtained without creative labor on the basis of these drawings.

[0039] Figure 1 is a schematic flow chart of the method of an embodiment of the present application.

[0040] Figure 2 is a schematic flow chart of a method of another embodiment of the present application.

[0041] Figure 3 is a schematic block diagram of a system of an embodiment of the present application. DETAILED DESCRIPTION

[0042] In order to make the technical personnel in the technical field better understand the technical solutions in the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, not all. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative labor should belong to the scope of protection of the present application.

[0043] As shown in Figure 1 , the technical solutions of the present application provide an AMT natural gas commercial vehicle shift torque control method, comprising:

[0044] Step 1: calculate the predicted shift point and calculate the predicted shift time in real time according to the predicted shift point;

[0045] Step 2: after reaching the predicted shift time, adjust the engine torque; the predicted shift time is earlier than the actual shift time;

[0046] Step 3: after reaching the actual shift time, calculate the target torque required by the current AMT, and at the same time monitor the current engine torque;

[0047] Step 4: compare the target torque error with the current engine torque, and use the PID controller to adjust the requested torque in real time.

[0048] In some embodiments, the step of calculating the predicted shift point and calculating the predicted shift time in real time according to the predicted shift point comprises:

[0049] Step 11: calculate the sum of the normal shift point and the shift point offset to obtain the predicted shift point;

[0050] Step 12: calculate the predicted shift time in real time according to the predicted shift point.

[0051] In some embodiments, the step of calculating the sum of the normal shift point and the shift point offset to obtain the predicted shift point comprises:

[0052] Obtain the current actual torque of the engine and the current gear;

[0053] Obtain the shift point offset through a two-dimensional interpolation module according to the current actual torque of the engine and the current gear.

[0054] In some embodiments, the step of adjusting engine torque after reaching the predicted shift time comprises:

[0055] The pre-adjustment of engine torque is started after reaching the predicted shift time, at which point the engine requested torque slope is adjusted according to the current torque size.

[0056] In some embodiments, the step of calculating the target torque required by the AMT and monitoring the current engine torque after requesting torque reduction at the actual shift time comprises:

[0057] The target torque required by the AMT is calculated according to the current driving state of the vehicle and the position of the accelerator pedal after requesting torque reduction at the actual shift time, and the current engine torque is monitored.

[0058] In some embodiments, the step of adjusting the requested torque in real time by comparing the target torque with the error of the current engine torque using a PID controller comprises:

[0059] A PID control model is established by comparing the error between the target torque and the current torque, taking the AMT target torque and the current engine torque as inputs, and taking the requested torque as output, in order to reduce the torque error.

[0060] In some embodiments, the step of adjusting the requested torque in real time by comparing the target torque with the error of the current engine torque using a PID controller specifically comprises:

[0061] comparing the target torque with the error of the current torque , and adjusting the requested torque between the current torque and the target torque using a PID control model ; wherein , and are the proportional coefficient, integral coefficient and differential coefficient in the PID control model, respectively.

[0062] A two-dimensional linear interpolation module is established, with the target torque and the error between the target torque and the current torque as inputs, and the values of , and are calculated by interpolation.

[0063] As Figure 2The embodiment is shown to increase the shift point offset for the AMT control strategy matched with the natural gas engine, and to predict the shift time in advance. The predicted shift time is calculated in real time according to the predicted shift point, wherein the predicted shift point = normal shift point + shift point offset, and the predicted shift time is earlier than the actual shift time. The shift point offset is not unique and is calculated by a two-dimensional interpolation module. The two-dimensional interpolation module inputs the current torque and the current gear of the engine and outputs the shift point offset. The shift point offset is adjusted according to the current actual torque and the gear of the engine, so as to ensure sufficient time to adjust the engine torque in advance. After the predicted shift time is reached, the engine torque is pre-adjusted, and the engine requested torque slope is adjusted according to the current torque to be reduced or even negative, so as to no longer continue to increase the requested torque, avoid the residual fuel combustion to keep or even increase the torque after the shift torque reduction process starts, and increase the torque reduction time.

[0064] After the actual shift point is reached and the torque reduction is requested, a PID control model is established, wherein the AMT target torque and the current torque of the engine are inputs, and the requested torque is output. The PID compares the error between the target torque and the current torque, calculates the requested torque, and aims to reduce the torque error.

[0065] At the time k, the TCU calculates the target torque required by the AMT according to the shift strategy , and the ECU acquires the current torque provided by the engine , the TCU compares the error between the target torque and the current torque , and adjusts the requested torque by using the PID controller . Among them , and are the proportional coefficient, integral coefficient and differential coefficient in the PID model, respectively.

[0066] In order to ensure that the current torque has a fast response speed and good followability to the required target torque, the parameters of the PID can be dynamically adjusted. Two-dimensional linear interpolation modules are established for the parameters of the PID, the inputs of which are the target torque and the error between the target torque and the current torque, and the interpolation calculation outputs the values of , and in each case. When the torque error is large, the values of and are large, so as to facilitate the improvement of the response speed; when the torque error is small, the values of and are small, so as to avoid torque overshoot. The specific parameters are calibrated according to the performance of each type of natural gas engine.

[0067] The control model designed by the above method is inserted into the AMT control strategy and converted into code to be burned into the gearbox control unit. When the torque response of the natural gas engine is slower than the target torque, the requested torque is automatically increased to make the current torque reach the target torque faster, slow down the torque response delay, and realize accurate control of the torque of the natural gas engine.

[0068] As shown in Figure 3 The embodiment of the application also provides an AMT natural gas commercial vehicle shift torque control system, which comprises an AMT gearbox control unit TCU and a natural gas engine control unit ECU.

[0069] The natural gas engine control unit ECU calculates a predicted shift point and a predicted shift time according to the predicted shift point in real time when receiving the shift request sent by the AMT gearbox control unit TCU; adjusts the engine torque after reaching the predicted shift time; and the predicted shift time is earlier than the actual shift time.

[0070] After reaching the actual shift time, the AMT gearbox control unit TCU calculates a target torque required by the current AMT and simultaneously monitors the current engine torque; compares the error between the target torque and the current engine torque, and adjusts the requested torque in real time by using a PID controller.

[0071] In some embodiments, the natural gas engine control unit ECU calculates a predicted shift point by summing a normal shift point and a shift point offset; and calculates a predicted shift time according to the predicted shift point.

[0072] In some embodiments, the natural gas engine control unit ECU obtains a current actual torque of the engine and a current gear; and obtains a shift point offset by a two-dimensional interpolation module according to the current actual torque of the engine and the current gear.

[0073] In some embodiments, the natural gas engine control unit ECU starts to pre-adjust the engine torque after reaching the predicted shift time, and adjusts the engine requested torque slope to decrease according to the current torque at this time.

[0074] In some embodiments, the AMT gearbox control unit TCU calculates a target torque required by the AMT according to the current driving state of the vehicle and the position of the accelerator pedal after reaching the actual shift time to request torque reduction, and simultaneously monitors the current engine torque. Specifically, by comparing the error between the target torque and the current torque, a PID control model is established, the AMT target torque and the current engine torque are taken as inputs, the requested torque is taken as output, and the requested torque is calculated to reduce the torque error.

[0075] The target torque is compared with the current torque error ​and the current torque is adjusted to the target torque by using a PID control model ; wherein , and are proportional coefficient, integral coefficient and differential coefficient in the PID control model, respectively.

[0076] A two-dimensional linear interpolation module is established, the inputs are the target torque and the error between the target torque and the current torque, and the values of , and are calculated by interpolation.

[0077] The system mainly comprises an AMT gearbox, a control unit TCU of the AMT gearbox, a natural gas engine and a control unit ECU of the natural gas engine. The control unit TCU of the AMT gearbox is used for controlling gear shifting, and the TCU receives the engine torque in real time through a CAN bus and calculates the target torque required by the current AMT during the gear shifting process. After receiving the torque requested by the TCU, the control unit ECU of the natural gas engine controls the engine to output the corresponding torque.

[0078] First, the shifting time is predicted in advance. The shifting point offset is added to the control strategy of the AMT matched with the natural gas engine, and the predicted shifting time is calculated in real time according to the predicted shifting point, wherein the predicted shifting point = normal shifting point + shifting point offset, and the predicted shifting time is earlier than the actual shifting time. The engine torque is adjusted in advance after the predicted shifting time is reached, so as to avoid the situation that the torque continues to remain or even increases due to the combustion of residual fuel after the gear shifting torque reduction process starts, thereby increasing the torque reduction time.

[0079] After the actual shifting point is reached and the torque reduction is requested, the TCU calculates the target torque required by the current AMT, and simultaneously monitors the current engine torque. The TCU compares the error between the target torque and the current torque, and changes the requested torque by using a PID controller. In order to ensure that the current torque is consistent with the target torque as much as possible, the requested torque on the CAN line may not be equal to the target torque at this time, and the requested torque is adjusted in real time.

[0080] A PID control model is established, wherein the AMT target torque and the current engine torque are inputs, and the output is the requested torque. The PID compares the error between the target torque and the current torque, calculates the requested torque for the purpose of reducing the torque error, and adjusts the parameters of the PID according to the lookup table to ensure that the current torque has a fast response speed and good following property to the required target torque.

[0081] After the actual shifting point is reached and the torque reduction is requested, the PID control model is used for control, wherein the AMT target torque and the current engine torque are inputs, and the output is the requested torque. The PID compares the error between the target torque and the current torque, calculates the requested torque for the purpose of reducing the torque error.

[0082] TCU calculates the target torque required by AMT at time k according to the shift strategy , and the current torque provided by engine is obtained by the message sent by ECU TCU compares the error between the target torque and the current torque , and uses the PID controller to adjust the requested torque between the current torque and the target torque . Among them , and are the proportional coefficient, integral coefficient and differential coefficient in the PID model respectively.

[0083] In order to ensure that the current torque has fast response speed and good followability to the required target torque, the parameters of PID can be dynamically adjusted. Two-dimensional linear interpolation modules are established for each parameter of PID, the inputs are the target torque and the error between the target torque and the current torque, and the values of , and under each condition are calculated and output by interpolation. When the torque error is large, the values of and are large, which is convenient for improving the response speed; when the torque error is small, the values of and are small, which avoids torque overshoot. The specific parameters are calibrated according to the performance of each type of natural gas engine.

[0084] It should be understood that the size of the serial number of each step in the above embodiment does not mean the order of execution, the execution order of each process should be determined according to its function and internal logic, and should not constitute any limitation on the implementation process of the embodiment of the present application.

[0085] The embodiment of the AMT natural gas commercial vehicle shift torque control system provided by the disclosure provides an embodiment of the AMT natural gas commercial vehicle shift torque control system, which belongs to the same inventive concept as the AMT natural gas commercial vehicle shift torque control method described above. Details not described in detail in the embodiment of the AMT natural gas commercial vehicle shift torque control system can be referred to the embodiment of the AMT natural gas commercial vehicle shift torque control method described above.

[0086] The AMT natural gas commercial vehicle shift torque control system is the unit and algorithm steps of each example described in combination with the embodiments disclosed herein, which can be realized by electronic hardware, computer software or combination of both. In order to clearly illustrate the interchangeability of hardware and software, the composition and steps of each example have been generally described in the above description according to function. Whether the functions are executed in hardware or software depends on the specific application and design constraints of the technical solution. Professional technicians can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of the present application.

[0087] Those skilled in the art can understand that each aspect of the AMT natural gas commercial vehicle shift torque control method can be implemented as a system, a method or a program product. Therefore, various aspects of the present disclosure can be embodied in the form of a complete hardware implementation, a complete software implementation (including firmware, microcode, etc.), or an implementation combining hardware and software aspects, which can be collectively referred to as "circuitry", "module" or "system" herein.

[0088] Although the present application is described in detail through reference to the accompanying drawings and preferred embodiments, the present application is not limited to the preferred embodiments. It will be understood by those skilled in the art that various equivalent modifications and replacements can be made to the embodiments of the present application without departing from the spirit and essence of the present application, and such modifications and replacements should be within the scope of the present application. Any person skilled in the art can easily think of changes or replacements within the technical scope disclosed by the present application, and such changes or replacements should be within the protection scope of the present application.

Claims

1. An AMT natural gas commercial vehicle shift torque control method, characterized by, The method comprises the following steps: calculating a predicted shift point and calculating a predicted shift time according to the predicted shift point in real time; adjusting the engine torque after reaching the predicted shift time; the predicted shift time is earlier than the actual shift time; after starting to request torque reduction at the actual shift time, calculating the target torque required by the current AMT and monitoring the current engine torque at the same time; comparing the error between the target torque and the current engine torque, and adjusting the requested torque in real time by using a PID controller; the step of calculating a predicted shift point and calculating a predicted shift time according to the predicted shift point in real time comprises the following steps: calculating the sum of the normal shift point and the shift point offset to obtain the predicted shift point; calculating a predicted shift time according to the predicted shift point in real time; the step of calculating the sum of the normal shift point and the shift point offset to obtain the predicted shift point comprises the following steps: obtaining the current actual torque of the engine and the current gear; obtaining the shift point offset through a two-dimensional interpolation module according to the current actual torque of the engine and the current gear; the step of adjusting the engine torque after reaching the predicted shift time comprises the following steps: starting to pre-adjust the engine torque after reaching the predicted shift time, and adjusting the engine requested torque slope at this time according to the current torque size.

2. The AMT natural gas commercial vehicle shift torque control method of claim 1, wherein, the step of calculating the target torque required by the current AMT and monitoring the current engine torque at the same time after starting to request torque reduction at the actual shift time comprises the following steps: after starting to request torque reduction at the actual shift time, calculating the target torque required by the AMT according to the current driving state of the vehicle and the position of the accelerator pedal, and monitoring the current engine torque at the same time.

3. The AMT natural gas commercial vehicle shift torque control method of claim 2, wherein, the step of comparing the error between the target torque and the current engine torque and adjusting the requested torque in real time by using a PID controller comprises the following steps: by comparing the error between the target torque and the current engine torque, a PID control model is established, taking the target torque of the AMT and the current engine torque as inputs, and taking the requested torque as output, in order to reduce the torque error.

4. The AMT natural gas commercial vehicle shift torque control method of claim 3, wherein, the step of comparing the error between the target torque and the current engine torque and adjusting the requested torque in real time by using a PID controller specifically comprises the following steps: Comparative target torque Error of current engine torque with the target torque , and adjusting the current engine torque and the target torque with the request torque by using a PID control model ; wherein , and are proportional coefficient, integral coefficient and differential coefficient in the PID control model, respectively A two-dimensional linear interpolation module is established, and the input is the target torque and the error between the target torque and the current engine torque, and the value of the output is calculated by interpolation 、 and .

5. An AMT natural gas commercial vehicle shift torque control system characterized by, it comprises an AMT gearbox control unit TCU and a natural gas engine control unit ECU; when the natural gas engine control unit ECU receives the shift request sent by the AMT gearbox control unit TCU, it calculates a predicted shift point and calculates a predicted shift time according to the predicted shift point in real time; adjusts the engine torque after reaching the predicted shift time; the predicted shift time is earlier than the actual shift time; after starting to request torque reduction at the actual shift time, the AMT gearbox control unit TCU calculates the target torque required by the current AMT, and monitors the current engine torque at the same time; comparing the error between the target torque and the current engine torque, and adjusting the requested torque in real time by using a PID controller; the natural gas engine control unit ECU calculates the sum of the normal shift point and the shift point offset to obtain the predicted shift point; calculates a predicted shift time according to the predicted shift point in real time; the natural gas engine control unit ECU obtains the current actual torque of the engine and the current gear; obtains the shift point offset through a two-dimensional interpolation module according to the current actual torque of the engine and the current gear; The natural gas engine control unit ECU starts to pre-adjust the engine torque after reaching the predicted shift time, at which point the engine requested torque slope is adjusted to decrease according to the current torque size.

6. An electronic device, comprising: The electronic device includes at least one processor, and a memory connected with the at least one processor in communication; the memory stores computer program instructions executable by the at least one processor, and the computer program instructions are executed by the at least one processor to enable the at least one processor to perform the AMT natural gas commercial vehicle shift torque control method according to any one of claims 1 to 4.

7. A non-transitory computer-readable storage medium, comprising: The non-transitory computer readable storage medium stores computer instructions, and the computer instructions enable the computer to perform the AMT natural gas commercial vehicle shift torque control method according to any one of claims 1 to 4.

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