An amt automatic transmission shift control method and system

Abstract

The application provides an AMT automatic gearbox shift control method and system, which comprises the following steps: when the AMT automatic gearbox needs to shift gears and the clutch is engaged, the stable throttle opening degree corrected by the throttle is used as the required opening degree to control the throttle, and the throttle is controlled for a first preset time, so that the air intake of the engine is increased, the recovery rate of the engine power and the transient power are improved, the driving experience and the safety of the vehicle are improved, the hardware is not changed, the software strategy is only upgraded, the development and application cost is low, and the application value is high. The application is suitable for the working conditions of urgent power such as vehicle rapid acceleration and climbing.

Description

Technical Field

[0001] This invention belongs to the field of vehicle technology, and more specifically, relates to an AMT automatic transmission shift control method and system. Background Technology

[0002] In modern automotive technology, AMT (Automated Manual Transmission) is widely popular due to its ease of operation and driving comfort. However, automatic transmissions present some technical challenges during gear shifts, particularly regarding the continuity of power transmission and transient power response after gear changes.

[0003] Currently, AMT automatic transmissions typically employ the following technical solution during gear shifts: the clutch disengages first to interrupt power transmission, while the engine throttle opening decreases, resulting in a significant reduction in air intake. This design ensures smooth gear shifts and avoids shocks and noise caused by improper gear meshing.

[0004] However, once the gear shift is complete and the clutch re-engages, the engine needs to quickly restore power to maintain vehicle performance. However, since the recovery of air intake typically takes 2-3 seconds, the power recovery rate is relatively slow, which can easily lead to a transient lack of power shortly after a gear shift. This not only affects the driving experience but may also compromise vehicle safety in certain situations. Summary of the Invention

[0005] In view of this, the purpose of the present invention is to provide an AMT automatic transmission shift control method and system for increasing the intake air volume of the engine, thereby improving the engine power recovery rate and transient power performance, and enhancing the driving experience and vehicle safety.

[0006] The first aspect of this application discloses a shift control method for an AMT (Automated Manual Transmission), including:

[0007] Acquire vehicle operating data; the operating data includes: AMT automatic transmission shift information, vehicle speed signal, and demand information; the demand information includes demand power or demand torque;

[0008] Based on the vehicle's operating data, determine whether the AMT automatic transmission needs to shift gears and whether the vehicle is in a preset gear.

[0009] If so, vehicle power correction is performed; the vehicle power correction includes: after the clutch completes engagement, throttle correction is performed and lasts for a first preset time, so as to determine a stable throttle opening based on the demand information and the second mapping relationship; wherein, the second mapping relationship is based on the first mapping relationship, and the stable throttle opening is increased according to a first preset condition, and it is ensured that the stable throttle opening corresponding to the demand information in the second mapping relationship is within 100%; the first mapping relationship is the mapping relationship between the demand information and the corresponding stable throttle opening when throttle correction is not activated.

[0010] Optionally, under the same demand information, the stable throttle opening corresponding to the second mapping relationship is 1.2 times the stable throttle opening corresponding to the first mapping relationship.

[0011] Optionally, before performing throttle body correction, the following may also be included:

[0012] Determine whether the rate of change of the stable throttle opening is greater than or equal to a preset rate of change, and whether the current throttle opening is greater than a first preset opening;

[0013] If so, then perform the steps described for throttle body correction.

[0014] Optionally, determining whether the AMT automatic transmission needs to shift gears and the vehicle is in a preset gear based on the vehicle's operating data includes:

[0015] Determine whether the shift information of the AMT automatic transmission is satisfied with the torque limit, the vehicle speed signal indicates that the vehicle speed is greater than the preset vehicle speed, and the demand information is greater than the preset demand;

[0016] If so, then it is determined that the AMT automatic transmission needs to shift gears;

[0017] If not, then it is determined that the AMT automatic transmission does not need to shift gears.

[0018] Optionally, the operating data further includes: the duration of correction completion; the duration of correction completion is the time elapsed since the last vehicle power correction ended;

[0019] The step of determining whether the AMT automatic transmission needs to shift gears based on the vehicle's operating data further includes: determining whether the duration of the correction at the end of the correction is greater than a second preset time.

[0020] Optionally, the vehicle dynamics correction further includes:

[0021] The air conditioning compressor in the vehicle is turned off, and the shutdown duration is a third preset time.

[0022] Optionally, the vehicle dynamics correction includes:

[0023] Fan coolant temperature correction is performed so that the vehicle's fan speed is determined based on the corrected coolant temperature and a third mapping relationship, and the correction duration is a fourth preset time; the third mapping relationship is the mapping relationship between coolant temperature and its corresponding fan speed.

[0024] Optionally, corrections can be made based on water temperature, including subtracting a first threshold from the actual detected water temperature to obtain the corrected water temperature.

[0025] The second aspect of this application discloses an AMT automatic transmission shift control system, comprising:

[0026] The data acquisition unit is used to acquire vehicle operating data, including: shift information of the AMT automatic transmission, vehicle speed signal, and demand information; the demand information includes demand power or demand torque.

[0027] The judgment unit is used to determine, based on the vehicle's operating data, whether the AMT automatic transmission needs to shift gears and the vehicle is in a preset gear.

[0028] A throttle correction unit is used to perform throttle correction and continue for a first preset time after the clutch is engaged if the judgment result of the judgment unit is yes, so as to determine a stable throttle opening based on the demand information and the second mapping relationship; wherein, the second mapping relationship is based on the first mapping relationship, and the stable throttle opening is increased according to the first preset condition, and it is ensured that the stable throttle opening corresponding to the demand information in the second mapping relationship is within 100%; the first mapping relationship is the mapping relationship between the demand information and the corresponding stable throttle opening when throttle correction is not activated.

[0029] Optional, also includes:

[0030] The air conditioning control unit is used to control the air conditioning compressor in the vehicle to turn off, and the shutdown duration is a third preset time;

[0031] The fan coolant temperature correction unit is used to correct the coolant temperature and then determine the fan speed of the vehicle based on the corrected coolant temperature and a third mapping relationship. The correction duration is a fourth preset time. The third mapping relationship is the mapping relationship between coolant temperature and its corresponding fan speed.

[0032] As can be seen from the above technical solution, the AMT automatic transmission shift control method provided by the present invention, when the AMT automatic transmission needs to shift gears and the clutch is engaged, first uses the stable throttle opening after throttle correction as the required opening to control the throttle, and continues for a first preset time to increase the engine intake air volume, which can improve the engine power recovery rate and transient power performance; improve the driving experience and vehicle safety; in addition, without modifying the hardware, only the software strategy needs to be upgraded, the development and application costs are low, and it is well applicable to the working conditions of vehicles that urgently need power, such as rapid acceleration and hill climbing, and has high application value. Attached Figure Description

[0033] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0034] Figure 1 This is a flowchart of an AMT automatic transmission shift control method provided in an embodiment of the present invention;

[0035] Figure 2 This is a variation curve diagram related to an AMT automatic transmission shift control method provided in an embodiment of the present invention;

[0036] Figure 3 This is another variation curve diagram related to the shift control method of an AMT automatic transmission provided in the embodiments of the present invention;

[0037] Figure 4 This is a flowchart of another AMT automatic transmission shift control method provided in an embodiment of the present invention;

[0038] Figure 5 This is a schematic diagram of an AMT automatic transmission shift control system provided in an embodiment of the present invention. Detailed Implementation

[0039] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, 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 some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0040] In this application, the terms "comprising," "including," or any other variations thereof are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element. Furthermore, the terms "first," "second," "third," "fourth," etc. (if present) in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a particular order or sequence. It should be understood that such data used can be interchanged where appropriate so that embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein.

[0041] AMT (Automated Manual Transmission) is an electronically controlled mechanical automatic transmission, also known as an automatic manual transmission. Without altering the main structure of the original mechanical transmission, it automates the gear-shifting process by adding a special electronic control unit, replacing the manual operation of the original mechanical transmission.

[0042] Throttle valve: The throttle valve is a controllable valve that controls the air entering the engine. After the air enters the intake manifold, it mixes with gasoline (natural gas in natural gas engines) to become a combustible mixture, which then burns to produce power.

[0043] Throttle opening: Throttle opening refers to the opening angle of the engine throttle valve. The car engine throttle valve is operated by the driver through the accelerator pedal (in AMT shifting, it is automatically controlled by the engine ECU, with control priority higher than the accelerator pedal) to change the engine's intake air volume, thereby controlling engine operation. Generally, the larger the throttle opening, the greater the engine's output power and the stronger the power.

[0044] Engine ECU (Engine Control Unit). Based on input data from various sensors (accelerator pedal, coolant temperature, etc.), it calculates the required air, fuel, ignition advance angle, etc., to control the engine's combustion process. It also controls electronically controlled accessories such as the air conditioning compressor and electric fan, and communicates with the AMT (Automated Manual Transmission) controller to adjust engine operating conditions in accordance with AMT commands.

[0045] This application provides an AMT automatic transmission shift control method to solve the problem in the prior art that, after shifting is completed and the clutch re-engages, the engine needs to quickly restore power to maintain the vehicle's driving performance; however, since the recovery of intake air usually takes 2-3 seconds, the power recovery rate is relatively slow, which can easily lead to transient power shortage in the short time after shifting.

[0046] See Figure 1 The AMT automatic transmission shift control method includes:

[0047] S101. Obtain vehicle operating data.

[0048] The operating data includes: shift information of the AMT automatic transmission, vehicle speed signal, and demand information; the demand information includes demand power or demand torque.

[0049] The required power or torque can be determined by the accelerator pedal opening, or by the command requirements of the AMT automatic transmission, or by the requirements controlled by the engine ECU. The specific determination method is not limited here, but depends on the actual situation, and all are within the protection scope of this application.

[0050] AMT (Automated Manual Transmission) is an electronically controlled mechanical automatic transmission that combines the efficiency of a traditional manual transmission with the convenience of an automatic transmission.

[0051] Shift information for an AMT (Automated Manual Transmission) typically includes at least one of the following: current gear, shift timing, engine speed matching during the shift, and shift signal. Shift pattern studies show that the controller in an AMT determines the optimal gear based on the vehicle's current operating conditions, driver intent, and driving environment.

[0052] Vehicle speed signal is one of the important parameters for AMT transmissions to make shift decisions. It reflects the current speed of the vehicle. The controller in the AMT automatic transmission uses the vehicle speed signal and engine speed signal to determine whether a shift is needed and which gear to select.

[0053] Demand information typically refers to the driver's demand for vehicle power performance, which can be reflected by the accelerator pedal opening. In an AMT (Automated Manual Transmission), demand information affects the shift pattern to ensure that the vehicle can provide sufficient power or achieve optimal fuel economy according to the driver's needs.

[0054] Power demand or torque demand: Power demand and torque demand are two parameters describing a vehicle's power requirements. Power demand refers to the engine output power required to meet current driving conditions, while torque demand refers to the torque the engine needs to provide to meet the vehicle's acceleration, hill climbing, and other demands. In an AMT (Automated Manual Transmission), these parameters are used to calculate and adjust the shift strategy to achieve optimal power and fuel economy.

[0055] S102. Based on the vehicle's operating data, determine whether the AMT automatic transmission needs to shift gears and whether the vehicle is in a preset gear.

[0056] As explained above, the shift information, vehicle speed signal, and demand information of the AMT automatic transmission are important parameters required for the AMT automatic transmission to shift gears. Therefore, based on the shift information, vehicle speed signal, and demand information of the AMT automatic transmission, i.e., the vehicle's operating parameters, it can be determined whether the AMT automatic transmission needs to shift gears and whether the vehicle is in a preset gear.

[0057] Specifically, thresholds or conditions can be pre-configured, and the system can determine whether the AMT automatic transmission needs to shift gears and whether the vehicle is in a preset gear based on these thresholds and operational data. Each parameter in the operational data can have its own corresponding threshold or condition; more specifically, the AMT automatic transmission's shift information has corresponding pre-configured conditions, the vehicle speed signal has corresponding pre-configured threshold 1, and the demand information has corresponding pre-configured threshold 2.

[0058] ① The shift information of the AMT automatic transmission meets the condition; ② The vehicle speed corresponding to the vehicle speed signal is greater than threshold 1; ③ The demand information is greater than threshold 2; It can be determined that the AMT automatic transmission needs to shift gears when at least one of ①, ② and ③ is met, otherwise it does not need to shift gears; or it can be determined that the AMT automatic transmission needs to shift gears when ①, ② and ③ are met simultaneously, otherwise it does not need to shift gears.

[0059] Of course, other methods can also be used to determine whether the AMT automatic transmission needs to shift gears and whether the vehicle is in a preset gear. These will not be elaborated here, but can be determined according to the actual situation, and are all within the scope of protection of this application.

[0060] If the AMT automatic transmission needs to shift gears, then step S103 is executed.

[0061] S103, Perform vehicle power correction.

[0062] The vehicle power correction includes: after the clutch is engaged, the vehicle power correction performs throttle correction and continues for a first preset time, so as to determine a stable throttle opening based on demand information and a second mapping relationship.

[0063] The second mapping relationship is based on the first mapping relationship, increasing the stable throttle opening according to the first preset condition, and ensuring that the stable throttle opening corresponding to the demand information in the second mapping relationship is within 100%; the first mapping relationship is the mapping relationship between the demand information and the corresponding stable throttle opening when throttle correction is not activated.

[0064] Optionally, under the same demand information, the stable throttle opening corresponding to the second mapping relationship is 1.2 times that of the stable throttle opening corresponding to the first mapping relationship.

[0065] Of course, other multiples can also be used between the second mapping relationship and the first mapping relationship, such as 1.1, 1.3 and 1.4, etc., which will not be elaborated here, and are all within the protection scope of this application.

[0066] When the value is 1.2 times, the first preset condition is to increase it by 0.2 times, and the same applies to other multiples.

[0067] Determining whether the clutch is fully engaged can be done by judging the speeds of the input and output shafts; specifically, during clutch engagement, the speeds of the input shaft (connected to the engine) and the output shaft (connected to the transmission) will change. If the speeds of the two shafts are the same or very close, this usually means that the clutch is fully engaged.

[0068] Alternatively, the position information collected by the clutch position sensor can be used to determine whether the clutch has reached the fully engaged position. Specifically, modern car clutches are usually equipped with position sensors that provide real-time position information of the clutch discs. By monitoring the sensor signals, it can be determined whether the clutch has reached the fully engaged position.

[0069] Of course, other methods can also be used to determine whether the clutch is engaged, such as oil pressure sensors, vibration and sound analysis, etc. These will not be elaborated here, and can be determined according to the actual situation, all of which are within the scope of protection of this application.

[0070] In other words, after confirming that the clutch has engaged, the throttle correction function is used to control the throttle opening, and the throttle correction function continues for a first preset time.

[0071] The first preset time can be 2 seconds or other times, which will not be elaborated here. It depends on the actual situation and is within the scope of protection of this application.

[0072] The first and second mapping relationships are explained in detail below:

[0073] Based on the accelerator pedal opening, refer to the first mapping relationship shown in Table 1 to find the corresponding required power or torque. Then, based on the required power and torque, find the corresponding steady-state throttle opening. The actual throttle opening should reach this steady-state throttle opening. The specific values ​​and corresponding relationships in the table below were calibrated in the ECU program after a series of bench tests. The relationships may be non-linear, but they are generally positively correlated.

[0074] Based on the driver's depth of accelerator pedal operation, i.e., accelerator pedal opening, the required power output, i.e., the demanded power or torque, can be determined by referring to a pre-set mapping table. This mapping table, as shown in Table 1, is based on a series of precise bench test results and has been programmed into the engine control unit (ECU). Although this mapping may not be linear, generally, the greater the accelerator pedal opening, the greater the demanded power or torque, exhibiting a positive correlation.

[0075] Once the required power or torque is determined, a mapping table is consulted to find the corresponding steady-state throttle opening. This steady-state throttle opening is the degree to which the engine opens the throttle to achieve optimal combustion efficiency and power output under specific demands. When the actual throttle opening is adjusted to this steady-state value (the steady-state throttle opening corresponding to the demand), the engine can provide the power corresponding to the driver's accelerator pedal operation.

[0076] The calibration of this mapping table is a complex process that involves precise measurement and optimization of engine performance under different operating conditions to ensure that the vehicle has the best performance and response under various driving conditions.

[0077] Table 1: First Mapping Relationship

[0078]

[0079]

[0080] However, the actual working process is as follows Figure 2 As shown, when the driver increases the accelerator pedal input from 20% to 60%, the throttle opening responds quickly and adjusts to 60%. However, it takes approximately 2 seconds for the actual intake air volume to reach this new target level. This increase in intake air volume is directly related to the engine's power output capability.

[0081] The rate of increase in intake air volume is influenced by two main factors: the pressure before the throttle, i.e., the pressure level of the intake system; and the throttle opening, i.e., the extent to which the throttle is open. To accelerate the rate of increase in intake air volume, the throttle opening can be appropriately increased. This improves intake efficiency while maintaining throttle response speed.

[0082] Therefore, when the ATM automatic transmission needs to shift gears, a second mapping relationship can be used to achieve transient throttle correction in order to increase the intake air volume.

[0083] The specific throttle correction function is as follows: based on the first mapping relationship, an additional "throttle transient correction" is added to the opening. The corrected opening is 1.2 times the original "steady-state throttle opening corresponding to demand," that is, the value in the "steady-state throttle opening corresponding to demand (%)" column in Table 1 is multiplied by 1.2 to obtain the corrected steady-state throttle opening, which does not exceed 100%. See Table 2 for details.

[0084] Table 2: Second Mapping Relationship

[0085]

[0086]

[0087] In other words, the final steady-state throttle opening is determined using the second mapping relationship. Therefore, when the required throttle opening needs to be increased, the actual throttle opening first responds to the steady-state throttle opening after "throttle transient correction" to improve intake efficiency, and then smoothly returns to the "steady-state throttle opening corresponding to the demand" after about 2 seconds. Figure 3 As shown: Although the driver's accelerator pedal is also increased from 20% to 60%, the throttle opening is first adjusted to 72% after "throttle transient correction" and then smoothly returns to the required opening of 60%. The actual intake efficiency is increased by nearly 100%, and the intake volume is reached in 1 second, which improves the transient power response.

[0088] In this embodiment, when the AMT automatic transmission needs to shift gears and the clutch is engaged, the stable throttle opening, corrected for throttle adjustment, is used as the required opening to control the throttle, and this is maintained for a first preset time. This increases the engine's intake air volume, improving the engine's power recovery rate and transient power performance; enhancing the driving experience and vehicle safety; furthermore, no hardware modifications are required, only software strategy upgrades, resulting in low development and application costs. It is well-suited for conditions requiring immediate power, such as rapid acceleration and hill climbing, and has high application value.

[0089] Optionally, before performing throttle body correction, the following may also be included:

[0090] Determine whether the rate of change of stable throttle opening is greater than or equal to the preset rate of change, and whether the current throttle opening is greater than the first preset opening.

[0091] If so, proceed with the throttle body correction steps.

[0092] The preset rate of change can be 20% / s; the first preset opening degree can be 20%.

[0093] In other words, throttle correction is triggered after the actual throttle opening reaches 20%, or it can be triggered before the actual throttle opening reaches 20%.

[0094] Similarly, the rate of change of stable throttle opening is similar to that described above.

[0095] Specifically, the process of determining this rate of change is explained below:

[0096] When a driver presses the accelerator pedal, the process from fully releasing it (0%) to full speed (100%) may take 1 second. During this time period, the opening of the accelerator pedal is mapped linearly or non-linearly to the corresponding change in the throttle opening, thus reflecting the driver's immediate demand for power.

[0097] To achieve precise power output control, the engine's electronic control unit (ECU) samples the accelerator pedal position at an extremely high frequency, such as 100Hz. This means that the ECU reads the accelerator pedal position signal every 0.01 seconds and calculates the instantaneous rate of change of the accelerator opening. In this way, the ECU can monitor and respond to the driver's operation of the accelerator pedal in real time, ensuring that the engine output is consistent with the driver's expectations.

[0098] Specifically, the ECU determines the rate of change of throttle opening at any given time t by calculating the difference in throttle opening between two consecutive sampling points and dividing it by the sampling time interval (0.01 seconds). This method enables the ECU to achieve precise control over the engine's power output, thereby providing the driver with a rapid yet smooth acceleration experience.

[0099] This throttle correction function is suitable for medium to high load conditions where power is urgently needed. Of course, it can also be applied to other operating conditions.

[0100] Optionally, based on vehicle operating data, determine whether the AMT automatic transmission needs to shift gears and whether the vehicle is in a preset gear, including:

[0101] Determine whether the following conditions are met: the AMT automatic transmission shift information indicates the torque limit, the vehicle speed signal indicates the vehicle speed is greater than the preset vehicle speed, and the demand information is greater than the preset demand.

[0102] The preset vehicle speed can be 20km / h, and the preset demand can be 20%; this demand information can be determined from the accelerator pedal opening, for example, the accelerator pedal opening can be used as the demand information.

[0103] The shift information indication of an AMT automatic transmission entering torque limiting mode can be either receiving a shift command (TSC1 command) and the command mode changing from no control module to torque limiting mode; or it can be changing from never receiving a shift command to receiving a shift command and the command mode being torque limiting mode.

[0104] If the AMT automatic transmission's shift information indicates that it has entered torque limit mode, the vehicle speed signal indicates that the vehicle speed is greater than the preset vehicle speed, and the demand information is greater than the preset demand, then it is determined that the AMT automatic transmission needs to shift gears.

[0105] If at least one of the following conditions is not met: the AMT automatic transmission shift information indicates that it has entered torque limit, the vehicle speed signal indicates that the vehicle speed is greater than the preset vehicle speed, and the demand information is greater than the preset demand, then it is determined that the AMT automatic transmission does not need to shift gears.

[0106] Optionally, the operational data may also include: the duration of the correction ending; this duration of the correction ending may be the time elapsed since the last vehicle power correction ended.

[0107] The duration of this correction can also be the time elapsed since the last determination that the AMT automatic transmission needed to shift gears.

[0108] In other words, each time the AMT automatic transmission is determined to need to shift gears, corresponding correction control is required. This correction control includes throttle body correction and, as explained later, fan coolant temperature correction and air conditioning control. The specific processes for fan coolant temperature correction and air conditioning control are described below.

[0109] Once the vehicle power correction is complete, a timer begins. When the timer reaches the second preset time, the next round of vehicle power correction can begin.

[0110] Setting a second preset time is mainly to avoid problems such as system instability and insufficient performance caused by frequent adjustments.

[0111] Based on the vehicle's operating data, it is determined whether the AMT automatic transmission needs to shift gears and whether the vehicle is in a preset gear. This also includes determining whether the correction end time is greater than a second preset time.

[0112] The second preset time can be 15 seconds, or other values, depending on the actual situation, and all are within the protection scope of this application.

[0113] It should be noted that the specific value of the second preset time can be determined by the timing start trigger condition. For example, if the correction end time is the time elapsed since the last vehicle power correction, then the second preset time can be relatively small, such as 15 seconds; if the correction end time is the time elapsed since the last determination that the AMT automatic transmission needs to shift gears, then the second preset time can be relatively large, such as 30 seconds. This 30 seconds can be the sum of the above 15 seconds and the correction time required.

[0114] In this embodiment, the second preset time is configured mainly because of the hardware operating characteristics of the air conditioner compressor, electric fan, or water temperature. For example, too frequent shutdown of the air conditioner compressor can easily cause mechanical wear, thereby improving the service life of the hardware.

[0115] Optional vehicle dynamics corrections include:

[0116] Control the air conditioning compressor in the vehicle to turn off, and the shutdown duration is the third preset time.

[0117] In other words, vehicle power correction includes the function of shutting off the air conditioning compressor; by turning off the air conditioning compressor, the power of the vehicle's drive can be increased.

[0118] The third preset time can be 15 seconds. Of course, it can also be other values, as long as they have little impact on the cooling effect.

[0119] When using air conditioning in the summer, the air conditioning compressor is driven by the engine, which consumes some of the engine's power that could otherwise be used to drive the vehicle. To increase the vehicle's power output when needed, the air conditioning compressor can be strategically turned off, thereby releasing the consumed power or torque and allowing the vehicle to obtain more driving force.

[0120] For example, if the vehicle is climbing a hill or needs to accelerate quickly, the air conditioning compressor can be temporarily shut off for about 15 seconds. This brief shutdown has little impact on the overall cooling effect but can effectively provide the vehicle with additional power. This approach is a trade-off designed to meet the driver's immediate needs for power and comfort.

[0121] Through intelligent control, the vehicle can automatically or manually adjust the operating status of the air conditioning compressor according to driving conditions and needs without affecting passenger comfort. This intelligent adjustment not only improves vehicle performance but also optimizes energy efficiency.

[0122] In this embodiment, the air conditioning compressor is triggered to shut down based on a comprehensive judgment of the AMT command and AMT operating conditions, thereby reducing energy consumption and avoiding triggering based on the air conditioning already achieving its cooling effect, thus improving the vehicle's transient power performance.

[0123] The above explanation points out that while the air conditioning system provides coolness for passengers, it also consumes a portion of the engine's output power or torque. Similarly, the vehicle's fan is also driven by the engine, thus consuming some of its power. In certain situations, if increased vehicle traction is required, reducing the fan speed can be considered to decrease its power consumption by the engine.

[0124] By reducing the fan speed, power or torque that was originally consumed by the fan can be released. This power can then be redistributed to the vehicle's drive system to enhance the overall driving performance. This method can achieve more efficient utilization of engine power by intelligently adjusting the fan speed without affecting the air conditioning's cooling effect.

[0125] Furthermore, modern vehicles are typically equipped with intelligent control systems that automatically adjust the operation of the air conditioning and fans based on actual driving conditions and passenger comfort needs. This intelligent adjustment not only improves vehicle performance but also optimizes energy efficiency, ensuring a balance between driving experience and fuel economy.

[0126] Optionally, the vehicle power correction includes: performing fan coolant temperature correction so that the vehicle's fan speed is determined based on the corrected coolant temperature and a third mapping relationship, and the correction duration is a fourth preset time; the third mapping relationship is the mapping relationship between coolant temperature and its corresponding fan speed.

[0127] In a vehicle's cooling system, coolant temperature is a critical parameter that directly affects engine performance and efficiency. As a vital component of the cooling system, the fan's speed needs to be intelligently adjusted based on the coolant temperature. That is, the fan speed is controlled by the engine coolant temperature; the higher the coolant temperature, the higher the fan speed, in order to maintain the coolant temperature within a reasonable range and thus control the fan speed, further reducing the power consumed by the fan.

[0128] Specifically, to optimize vehicle cooling efficiency, more precise fan speed control can be achieved through coolant temperature correction. The purpose of coolant temperature correction is to adjust the fan's operating status based on the current engine temperature to ensure the engine operates at its optimal temperature.

[0129] First, the system corrects its operation based on real-time monitored coolant temperature data, taking into account engine heat load and external environmental conditions. The corrected coolant temperature serves as the basis for fan speed adjustment. Next, the system determines the fan speed by referring to a preset third mapping relationship—the correspondence between the corrected coolant temperature and fan speed.

[0130] Optionally, corrections can be made based on water temperature, including: first, subtracting a first threshold from the actual detected water temperature to obtain the corrected water temperature.

[0131] Furthermore, to ensure the effectiveness of the water temperature correction, this process will continue for a specific period of time, known as the fourth preset time. During this period, the system will continuously monitor the water temperature and adjust the fan speed as needed to maintain stable engine operation.

[0132] Through this intelligent water temperature correction and fan speed control strategy, the vehicle can achieve more precise and efficient cooling performance under different operating conditions, thereby improving the overall performance of the engine and the reliability of the vehicle.

[0133] The following explains the mapping relationship between water temperature and fan speed before and after the correction:

[0134] The mapping relationship between water temperature and fan speed before correction is shown in Table 3.

[0135] Table 3: Mapping relationship between water temperature and fan speed before correction

[0136]

[0137] The mapping relationship between the corrected water temperature and fan speed provided by the fan correction function of this application is shown in Table 4.

[0138] Table 4: Corrected mapping relationship between water temperature and fan speed

[0139]

[0140] By modifying the water temperature parameters used to control the electric fan, the input water temperature for controlling the fan speed can be temporarily reduced, for example by reducing it by 5°C for 15 seconds. This will not cause the water temperature to become too high, and it can significantly reduce the fan speed and improve the power of driving the whole vehicle.

[0141] As shown in Table 4, when the actual water temperature is 90℃, the fan speed of the traditional strategy is 1500rpm. However, after the strategy of this application, the "corrected water temperature" is temporarily adopted to 85℃. 85℃ corresponds to a fan speed of 500rpm. That is, after the water temperature is corrected, the fan speed changes from 1500rpm to 500rpm, which greatly reduces power consumption. The released power or torque can then be used to drive the whole vehicle.

[0142] In this embodiment, the fan coolant temperature correction is triggered based on a comprehensive judgment of the AMT command and AMT operating conditions, thereby reducing energy consumption and avoiding triggering based on the air conditioning already reaching the low engine coolant temperature, thus improving the vehicle's transient power performance.

[0143] It should be noted that when an AMT shifts gears, it needs to send a fixed command to the engine ECU. The industry default name for this command is "TSC1," or torque speed control. As shown in Table 5, TSC1 mainly includes the following content. Of course, TSC1 can also include other content; this is just an example.

[0144] Table 5: Overview of Key Commonly Used Content in TSC1

[0145]

[0146] The four modes mentioned above will not be executed simultaneously; only one of them can be executed at a time. The first instruction represents shutdown; the second through fourth are different triggering modes.

[0147] See Figure 4 The shift control method of the AMT automatic transmission provided in this application is described using vehicle power correction, including throttle correction, coolant temperature correction, and the function of shutting off the air conditioning compressor.

[0148] Step 1: During the engine ECU's operation, the following signals are read in real time: TSC1 command sent by AMT, vehicle speed, accelerator pedal opening, and time since the last end of this function.

[0149] Step 2: If all three of the following conditions are met simultaneously, the ATM automatic transmission is deemed to need to perform vehicle power correction; if the AMT automatic transmission begins the shifting process, the vehicle is in a higher gear, and the function end interval meets the requirements, Step 3 is triggered; otherwise, it is not triggered.

[0150] The three conditions are as follows:

[0151] 1. The ECU receives a TSC1 command, and the command mode changes from "no control" to "torque limiting"; or the ECU changes from never receiving a TSC1 command to receiving a TSC1 command, and the command mode is "torque limiting". When this condition is met, it means that the ATM automatic transmission needs to shift gears.

[0152] 2. The vehicle speed is ≥20km / h and the accelerator pedal opening is ≥20%. Meeting this condition indicates that the vehicle is in a mid-to-high gear, requiring more power. The power demand of the current gear can be met by reducing the consumption of other kinetic energy.

[0153] 3. The time elapsed since the last time this function ended is ≥15 seconds. The set end time is primarily due to the hardware operating characteristics of the air conditioner compressor, electric fan, or water temperature control. For example, frequent operation can easily cause mechanical wear.

[0154] Step 3: Control the execution of at least one of the following three commands.

[0155] 1. Control the air conditioner compressor to turn off, the shutdown time is 15 seconds.

[0156] For details on how to turn off the air conditioner compressor, please refer to the above instructions; they will not be repeated here.

[0157] 2. Perform fan water temperature correction and control the fan speed based on the corrected back-end water temperature, with the correction lasting for 15 seconds.

[0158] In other words, to correct the water temperature parameters used for controlling the electric fan, the corrected water temperature can be obtained by subtracting 5°C from the original water temperature, and the correction lasts for 15 seconds.

[0159] For details on the fan water temperature correction process, please refer to the above explanation; it will not be repeated here.

[0160] 3. Determine if the clutch is engaged. If so, adjust the throttle position.

[0161] The process of determining whether the clutch is engaged can be as follows: determine whether at least one of the following three conditions is met. If so, the clutch is determined to be engaged; otherwise, the clutch is determined not to be engaged.

[0162] 1. The TSC1 command mode changes from speed control to torque limiting.

[0163] The ATM automatic transmission's TSC1 command knowledge switches from controlling the motor's speed mode to controlling its torque output mode to adapt to different operational needs.

[0164] Torque control and speed control are two common control modes in motor drive systems, used to achieve different operational goals, such as precise speed control or torque output.

[0165] 2. The TSC1 command mode always maintains "torque control" unchanged, but the value of torque control changes successively from "greater than 0 to equal to 0, and then to greater than 20%".

[0166] In other words, although the TSC1 command remains in torque control mode, the set torque value undergoes a change process. Initially, the torque is greater than zero to start or maintain motion, then it decreases to zero to pause motion, and finally increases to more than 20% of the preset value to achieve faster motion.

[0167] 3. The AMT sends a signal that the clutch is engaged.

[0168] The AMT automatic transmission has successfully sent a signal indicating that its clutch has engaged correctly, ensuring smooth power transmission and providing the necessary conditions for starting or operating the vehicle or machinery. The clutch engagement signal is a crucial feedback information in an automatic transmission, ensuring proper engagement of the drivetrain and efficient power transmission.

[0169] It should be noted that the three functions mentioned above—shutting down the air conditioning compressor, correcting the fan water temperature, and correcting the throttle valve—can be performed in parallel.

[0170] Step 4: Once the above durations are reached, this function ends. After this function ends, the air conditioning compressor, electric fan, and throttle valve will return to normal control. If the duration exceeds 15 seconds after the end, this strategy can be repeatedly checked and executed.

[0171] The aforementioned control and logic processes can be executed by the engine ECU, although other methods are also possible, which will not be elaborated here.

[0172] It should be noted that the AMT automatic transmission shift control method provided in this application is mainly applicable to natural gas engines, gasoline engines, etc., and some functions are also applicable to diesel engines (the throttle transient correction function is not applicable to diesel engines).

[0173] In this embodiment, the air conditioning compressor is turned off, the fan water temperature is corrected, and the throttle body is corrected by ATM command and ATM operating condition trigger control, thereby improving the vehicle's transient response and driving power in the early stage of acceleration. Compared with the later stage of acceleration, the driver is more sensitive to the transient response and the power feeling in the early stage of acceleration.

[0174] Another embodiment of this application provides an AMT automatic transmission shift control system.

[0175] See Figure 5 The AMT automatic transmission shift control system includes:

[0176] The data acquisition unit 101 is used to acquire vehicle operating data.

[0177] The operating data includes: shift information of the AMT automatic transmission, vehicle speed signal, and demand information; the demand information includes demand power or demand torque.

[0178] The judgment unit 102 is used to determine whether the AMT automatic transmission needs to shift gears based on the vehicle's operating data.

[0179] The throttle correction unit 103 is configured to perform throttle correction and continue for a first preset time after the clutch engages if the judgment result of the judgment unit 102 is yes, so as to determine the stable throttle opening based on the demand information and the second mapping relationship. The second mapping relationship is based on the first mapping relationship, increasing the stable throttle opening according to the first preset condition, and ensuring that the stable throttle opening corresponding to the demand information in the second mapping relationship is within 100%. The first mapping relationship is the mapping relationship between the demand information and the corresponding stable throttle opening when throttle correction is not activated.

[0180] Optional, also includes:

[0181] The air conditioning control unit is used to control the air conditioning compressor in the vehicle to turn off, and the shutdown duration is a third preset time;

[0182] The fan coolant temperature correction unit is used to correct the coolant temperature and then determine the vehicle's fan speed based on the corrected coolant temperature and a third mapping relationship. The correction duration is a fourth preset time. The third mapping relationship is the mapping relationship between coolant temperature and its corresponding fan speed.

[0183] For details on the specific working process and principle of each of the above modules, please refer to the AMT automatic transmission shift control method provided in the above embodiments. They will not be described in detail here, but can be determined according to the actual situation, and are all within the protection scope of this application.

[0184] In this embodiment, the data acquisition unit 101 acquires the vehicle's operating data; the operating data includes: shift information of the AMT automatic transmission, vehicle speed signal, and demand information; the demand information includes demand power or demand torque; the judgment unit 102 is used to determine whether the AMT automatic transmission needs to shift gears based on the vehicle's operating data; the throttle correction unit 103 is used to perform throttle correction and continue for a first preset time after the clutch is engaged if the judgment result of the judgment unit 102 is yes, so as to determine a stable throttle opening based on the demand information and the second mapping relationship. The second mapping relationship is based on the first mapping relationship, increasing the stable throttle opening according to a first preset condition, and ensuring that the stable throttle opening corresponding to the demand information in the second mapping relationship is within 100%. The first mapping relationship is the mapping relationship between the demand information and the corresponding stable throttle opening when throttle correction is not activated. That is, when the AMT automatic transmission needs to shift gears and the clutch is engaged, the stable throttle opening after throttle correction is used as the demand opening to control the throttle, and this is maintained for a first preset time to increase the engine's intake air volume, which can improve the engine's power recovery rate and transient power performance; improve the driving experience and vehicle safety.

[0185] The features described in the various embodiments of this specification can be substituted for or combined with each other. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, for system or system embodiments, since they are basically similar to method embodiments, the description is relatively simple; relevant parts can be referred to the descriptions in the method embodiments. The systems and system embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without creative effort.

[0186] Those skilled in the art will further recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0187] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A shift control method for an AMT (Automated Manual Transmission), characterized in that, include: Acquire vehicle operating data; the operating data includes: AMT automatic transmission shift information, vehicle speed signal, and demand information; the demand information includes demand power or demand torque; Based on the vehicle's operating data, determine whether the AMT automatic transmission needs to shift gears and whether the vehicle is in a preset gear. If so, vehicle power correction is performed; the vehicle power correction includes: after the clutch completes engagement, determining whether the rate of change of stable throttle opening is greater than or equal to a preset rate of change, and whether the current throttle opening is greater than a first preset opening; if so, throttle correction is performed and lasts for a first preset time, so that the stable throttle opening is determined according to the demand information and the second mapping relationship; wherein, the second mapping relationship is based on the first mapping relationship, increasing the stable throttle opening according to a first preset condition, and ensuring that the stable throttle opening corresponding to the demand information in the second mapping relationship is within 100%; the first mapping relationship is the mapping relationship between the demand information and its corresponding stable throttle opening when throttle correction is not activated.

2. The AMT automatic transmission shift control method according to claim 1, characterized in that, Under the same demand information, the stable throttle opening corresponding to the second mapping relationship is 1.2 times that of the stable throttle opening corresponding to the first mapping relationship.

3. The AMT automatic transmission shift control method according to claim 1, characterized in that, The step of determining whether the AMT automatic transmission needs to shift gears and the vehicle is in a preset gear based on the vehicle's operating data includes: Determine whether the shift information of the AMT automatic transmission is satisfied with the torque limit, the vehicle speed signal indicates that the vehicle speed is greater than the preset vehicle speed, and the demand information is greater than the preset demand; If so, then it is determined that the AMT automatic transmission needs to shift gears; If not, then it is determined that the AMT automatic transmission does not need to shift gears.

4. The AMT automatic transmission shift control method according to claim 3, characterized in that, The operational data also includes: the duration of correction completion; the duration of correction completion is the time elapsed since the last vehicle power correction ended; The step of determining whether the AMT automatic transmission needs to shift gears based on the vehicle's operating data further includes: determining whether the duration of the correction at the end of the correction is greater than a second preset time.

5. The AMT automatic transmission shift control method according to claim 1, characterized in that, The vehicle dynamics correction also includes: The air conditioning compressor in the vehicle is turned off, and the shutdown duration is a third preset time.

6. The AMT automatic transmission shift control method according to claim 1, characterized in that, The vehicle dynamics correction includes: Fan coolant temperature correction is performed so that the vehicle's fan speed is determined based on the corrected coolant temperature and a third mapping relationship, and the correction duration is a fourth preset time; the third mapping relationship is the mapping relationship between coolant temperature and its corresponding fan speed.

7. The AMT automatic transmission shift control method according to claim 5, characterized in that, Adjustments are made based on water temperature, including: The corrected water temperature is obtained by subtracting the first threshold from the actual detected water temperature.

8. A shift control system for an AMT (Automated Manual Transmission), characterized in that, include: The data acquisition unit is used to acquire vehicle operating data, including: shift information of the AMT automatic transmission, vehicle speed signal, and demand information; the demand information includes demand power or demand torque. The judgment unit is used to determine, based on the vehicle's operating data, whether the AMT automatic transmission needs to shift gears and the vehicle is in a preset gear. The throttle correction unit is used to determine, if the judgment result of the judgment unit is yes, whether the rate of change of the stable throttle opening is greater than or equal to a preset rate of change after the clutch is engaged, and whether the current throttle opening is greater than a first preset opening; if yes, throttle correction is performed and lasts for a first preset time, so that the stable throttle opening is determined according to the demand information and the second mapping relationship; wherein, the second mapping relationship is based on the first mapping relationship, and the stable throttle opening is increased according to the first preset condition, and it is ensured that the stable throttle opening corresponding to the demand information in the second mapping relationship is within 100%; the first mapping relationship is the mapping relationship between the demand information and the corresponding stable throttle opening when throttle correction is not activated.

9. The AMT automatic transmission shift control system according to claim 8, characterized in that, Also includes: The air conditioning control unit is used to control the air conditioning compressor in the vehicle to turn off, and the shutdown duration is a third preset time; The fan water temperature correction unit is used to correct the water temperature, and then determine the fan speed of the vehicle based on the corrected water temperature and a third mapping relationship, and the correction duration is a fourth preset time. The third mapping relationship is the mapping relationship between water temperature and its corresponding fan speed.

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