AMT transmission system, AMT gear control method and device and electronic equipment

Abstract

The invention discloses an AMT transmission system, an AMT gear control method and device and electronic equipment, and relates to the field of gear control. The system comprises a front auxiliary box module, a rear auxiliary box module, a gear box module and an engine; an input shaft of the front auxiliary box module is connected with an output shaft of an engine through a clutch; a middle shaft of the gear box module is connected with an input shaft of the front auxiliary box module in a meshed mode. A second shaft of the gear box module is in gear connection with a middle shaft of the gear box module; a second shaft of the gear box module is connected with a driving shaft of the rear auxiliary box module in a meshed mode. A driving shaft of the rear auxiliary box module is connected with a vehicle rear axle and drives wheels. According to the scheme, the front auxiliary box input shaft enters the free speed reduction state, the rotating speed difference between the rotating speed of the gear to be engaged and the rotating speed of the second shaft is obtained, the window allowing the gear shifting operation is captured, and the gear shifting operation is achieved on the premise of not depending on intermediate shaft sensor data.

Description

Technical Field

[0001] The present application relates to the field of gear control, and in particular to an AMT transmission system, an AMT gear control method, an intermediate shaft speed sensor fault diagnosis device, an electronic device, a storage medium and a vehicle. Background Art

[0002] The shifting operation of the AMT transmission system relies on the precise feedback data from the sensor to achieve smooth gear shifting. Usually, the intermediate shaft is an important part, and a special intermediate shaft sensor is set to detect the rotation state of the intermediate shaft. When the intermediate shaft sensor fails to work properly during the vehicle's driving, it is not always appropriate to stop and repair it immediately, and it is necessary to drive a certain distance to reach the maintenance point.

[0003] Therefore, a gear control scheme based on the AMT transmission system is needed to achieve smooth gear changes through data from other sensors or controllers without relying on the intermediate shaft sensor. Summary of the invention

[0004] The purpose of the present invention is to provide an AMT transmission system, an AMT gear control method, an intermediate shaft speed sensor fault diagnosis device, an electronic device, a storage medium and a vehicle to solve the technical problem of over-reliance on the intermediate shaft sensor for gear changes.

[0005] The present invention provides the following scheme:

[0006] According to one aspect of the present invention, an AMT transmission system is provided, the AMT transmission system comprising: a front auxiliary box module, a rear auxiliary box module, a gear box module and an engine;

[0007] The input shaft of the front auxiliary box module is connected to the output shaft of the engine through a clutch;

[0008] The intermediate shaft of the gear box module is meshedly connected to the input shaft of the front auxiliary box module;

[0009] The second shaft of the gear box module is gear-connected to the intermediate shaft of the gear box module;

[0010] The second shaft of the gear box module is meshedly connected with the drive shaft of the rear auxiliary box module;

[0011] The drive shaft of the rear auxiliary box module is connected to the rear axle of the vehicle to drive the wheels.

[0012] Furthermore, the second shaft of the gear box module and the intermediate shaft of the gear box module are connected in gear positions including:

[0013] The second shaft of the gear box module is provided with a second shaft gear;

[0014] It also includes an intermediate shaft of the gear box module that is externally meshed and connected to the gear of the gear to be engaged;

[0015] The two-shaft gears are meshed and connected from the inside of the gear to be engaged and change the meshed connection state to form a gear change state.

[0016] Furthermore, it also includes: an intermediate shaft brake module, an intermediate shaft sensor, and a drive shaft sensor;

[0017] The intermediate shaft brake module is used to provide braking force for the intermediate shaft of the gear box module;

[0018] The intermediate shaft sensor is used to monitor the rotation speed of the intermediate shaft of the gear box module;

[0019] The drive shaft sensor is used to monitor the rotation speed of the drive shaft of the rear auxiliary box module;

[0020] Also included are, a gear actuator;

[0021] The gear actuator is used to control the movement of the two-shaft gear, including meshing and connecting from the inside of the gear to be engaged to form a non-neutral gear and disengaging and connecting from the inside of the gear to be engaged to form a neutral gear.

[0022] According to two aspects of the present invention, an AMT gear position control method is provided. Based on the AMT transmission system, the AMT gear position control method includes:

[0023] Start the intermediate shaft sensor fault diagnosis strategy to determine whether the intermediate shaft sensor is in a fault state;

[0024] If it is in a fault state, the input shaft of the front auxiliary box is controlled to be in a state of free speed reduction;

[0025] According to the input shaft of the front auxiliary box entering the free speed reduction state, the speed difference between the speed of the gear to be engaged and the speed of the second shaft is obtained;

[0026] By scanning the speed difference between the speed of the gear to be engaged and the speed of the second shaft, a window allowing the gear shift operation is captured.

[0027] Furthermore, it also includes:

[0028] Read bus data and obtain vehicle speed V;

[0029] Read parameter data to obtain tire radius RI and rear axle reduction ratio Rio;

[0030] According to the vehicle speed V, tire radius RI and rear axle reduction ratio Rio, the rear auxiliary box drive shaft speed calculation value Nj is obtained;

[0031] Read the bus data to obtain the measured value No of the rear auxiliary box drive shaft speed;

[0032] Calculate the rear auxiliary box drive shaft speed deviation value Nt according to the rear auxiliary box drive shaft speed calculation value Nj and the rear auxiliary box drive shaft speed measurement value No, wherein Nt=Nj-No;

[0033] Obtaining a preset deviation threshold Ny of the speed deviation value of the rear auxiliary gearbox drive shaft;

[0034] According to the preset deviation threshold Ny of the rear auxiliary box drive shaft speed deviation value, the rear auxiliary box drive shaft speed calculated value Nj or the rear auxiliary box drive shaft speed measured value No is selected as the current rear auxiliary box drive shaft speed reference value Nc.

[0035] Further, the selection of the rear auxiliary box drive shaft speed calculation value Nj or the drive shaft speed measurement value No as the current rear auxiliary box drive shaft speed reference value Nc according to the preset deviation threshold Ny of the rear auxiliary box drive shaft speed deviation value includes:

[0036] Determine whether the rear auxiliary gearbox drive shaft speed deviation value Nt is greater than a preset deviation threshold value Ny of the rear auxiliary gearbox drive shaft speed deviation value;

[0037] If it is greater than, then the rear auxiliary box drive shaft speed calculation value Nj is selected as the current rear auxiliary box drive shaft speed reference value Nc;

[0038] If, is less than or equal to, then the rear auxiliary box drive shaft speed measurement value No is selected as the current rear auxiliary box drive shaft speed reference value Nc.

[0039] Furthermore, it also includes:

[0040] Obtain target gear ratio Rm;

[0041] Calculate the corresponding engine speed reference value Ne2 according to the target gear ratio Rm and the rear auxiliary box drive shaft speed reference value Nc;

[0042] Get the current engine speed measurement value Ne1;

[0043] The current engine speed measurement value Ne1 is controlled to approach the engine speed reference value Ne2, and the timing of clutch disengagement is controlled.

[0044] Furthermore, it also includes:

[0045] Corresponding to the control clutch disengagement state, the intermediate shaft is released from the braking state, and the input shaft of the front auxiliary box is in a free deceleration state;

[0046] Get the oil temperature and speed comparison table;

[0047] The oil temperature and speed comparison table includes the front auxiliary box input shaft speed state corresponding to the front auxiliary box oil temperature state;

[0048] Get the oil temperature status information of the front auxiliary box;

[0049] According to the oil temperature status information of the front auxiliary box and the oil temperature and speed comparison table, the free speed reduction rate dn of the input shaft of the front auxiliary box is obtained;

[0050] Get the target gear ratio Rt; get the transmission ratio value R of the front auxiliary box;

[0051] Get the timer timing control information;

[0052] Start timing according to the control timer and set the delay time t;

[0053] According to the engine speed reference value Ne2, the engine speed measurement value Ne1, the free deceleration rate dn of the front auxiliary box input shaft, the target gear ratio Rt, the transmission ratio value R of the front auxiliary box and the recording delay time t, the gear speed Nd of the gear to be engaged and the second shaft speed Nz are obtained;

[0054] The speed Nd of the gear to be engaged includes: Nd = (Ne-dn×t) / (Rt×R);

[0055] The second axis speed Nz includes, Nz = Nc × R;

[0056] According to the speed Nd of the gear to be engaged and the speed Nz of the second shaft, a speed difference Ns between the speed of the gear to be engaged and the speed of the second shaft is obtained;

[0057] The speed difference Ns between the speed of the gear to be engaged and the speed of the second shaft includes: Ns=Nz-Nd;

[0058] Obtaining a preset threshold range of the speed difference between the speed of the gear to be engaged and the speed of the second shaft;

[0059] According to the speed difference Ns between the speed of the gear to be engaged and the speed of the second shaft and the preset threshold range of the speed difference between the speed of the gear to be engaged and the speed of the second shaft, the window allowing the gear shifting operation is captured.

[0060] Further, the window for capturing the gear shifting operation includes:

[0061] The preset threshold interval of the speed difference between the gear speed of the gear to be engaged and the second shaft speed includes: an upper threshold of the speed difference between the gear speed of the gear to be engaged and the second shaft speed and a lower threshold of the speed difference between the gear speed of the gear to be engaged and the second shaft speed;

[0062] Determine whether the speed difference Ns between the speed of the gear to be engaged and the speed of the second shaft is less than an upper limit threshold of the speed difference between the speed of the gear to be engaged and the speed of the second shaft;

[0063] If, it is less than, then determine whether the speed difference Ns between the speed of the gear to be engaged and the speed of the second shaft is greater than the lower limit threshold of the speed difference between the speed of the gear to be engaged and the speed of the second shaft;

[0064] If,is greater than, then the window allowing the shift operation is obtained;

[0065] The shift actuator performs the shift operation according to the window in which the shift operation is permitted.

[0066] Furthermore, it also includes:

[0067] Determine whether the speed difference Ns between the speed of the gear to be engaged and the speed of the second shaft is greater than an upper limit threshold of the speed difference between the speed of the gear to be engaged and the speed of the second shaft, or is less than a lower limit threshold of the speed difference between the speed of the gear to be engaged and the speed of the second shaft;

[0068] If yes, then delay time t again, refresh the speed difference Ns between the gear speed to be engaged and the second shaft speed, and then capture the window allowing gear shifting operation based on the speed difference Ns between the gear speed to be engaged and the second shaft speed and the preset threshold interval of the speed difference between the gear speed to be engaged and the second shaft speed.

[0069] According to three aspects of the present invention, an AMT gear position control device is provided, the AMT gear position control device comprising:

[0070] A judgment module, used to start the intermediate shaft sensor fault diagnosis strategy and judge whether the intermediate shaft sensor is in a fault state;

[0071] The speed reduction control module is used to control the free speed reduction state of the front auxiliary box input shaft if it is in a fault state;

[0072] The speed acquisition module is used to obtain the speed difference between the speed of the gear to be engaged and the speed of the second shaft according to the input shaft of the front auxiliary box entering the free speed reduction state;

[0073] The window capture module is used to capture the window that allows the gear shifting operation according to the speed difference between the speed of the gear to be engaged and the speed of the second shaft.

[0074] According to four aspects of the present invention, there is provided an electronic device, comprising: a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory communicate with each other via the communication bus;

[0075] A computer program is stored in the memory, and when the computer program is executed by the processor, the processor executes the steps of the AMT gear control method.

[0076] According to five aspects of the present invention, a computer-readable storage medium is provided, comprising: a computer program executable by an electronic device is stored therein, and when the computer program runs on the electronic device, the electronic device executes the steps of the AMT gear control method.

[0077] According to six aspects of the present invention, there is provided a vehicle, comprising:

[0078] An electronic device, used to implement the steps of the AMT gear control method;

[0079] A processor, the processor runs a program, and when the program runs, the steps of the AMT gear control method are executed from the data output by the electronic device;

[0080] The storage medium is used to store a program, and when the program is running, the steps of the AMT gear control method are executed for the data output from the electronic device.

[0081] Through the above scheme, the following beneficial technical effects are obtained:

[0082] The present application obtains the speed difference between the gear to be engaged and the second shaft speed by entering the free deceleration state through the front auxiliary box input shaft, captures the window allowing the gear shifting operation, and realizes the gear shifting operation without relying on the intermediate shaft sensor data. BRIEF DESCRIPTION OF THE DRAWINGS

[0083] Figure 1 It is a structural diagram of an AMT transmission system provided by one or more embodiments of the present invention.

[0084] Figure 2 It is a flow chart of an AMT gear control method provided by one or more embodiments of the present invention.

[0085] Figure 3 It is a structural diagram of an AMT gear control device provided by one or more embodiments of the present invention.

[0086] Figure 4 A schematic diagram of an AMT transmission system according to a specific embodiment of the present invention Figure 1 .

[0087] Figure 5 A schematic diagram of an AMT transmission system according to a specific embodiment of the present invention Figure 2 .

[0088] Figure 6 It is a schematic diagram of the intermediate shaft sensor fault diagnosis process according to a specific embodiment of the present invention.

[0089] Figure 7 It is a schematic diagram of the AMT gear control process of a specific embodiment of the present invention.

[0090] Figure 8 It is a structural block diagram of an electronic device of an AMT gear control method provided by one or more embodiments of the present invention. DETAILED DESCRIPTION

[0091] The technical solution of the present invention will be described clearly and completely below in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0092] Figure 1 It is a structural diagram of an AMT transmission system provided by one or more embodiments of the present invention.

[0093] like Figure 1 The AMT transmission system shown includes: a front auxiliary box module, a rear auxiliary box module, a gear box module and an engine;

[0094] The input shaft of the front auxiliary box module is connected to the engine output shaft through a clutch;

[0095] The intermediate shaft of the gearbox module is meshed and connected with the input shaft of the front auxiliary box module;

[0096] The second shaft of the gear box module is gear-connected with the intermediate shaft of the gear box module;

[0097] The second shaft of the gear box module is meshedly connected with the drive shaft of the rear auxiliary box module;

[0098] The drive shaft of the rear auxiliary box module is connected to the rear axle of the vehicle to drive the wheels.

[0099] Specifically, in the entire AMT transmission system, the engine acts as a power source, inputs power from the input shaft of the front auxiliary box module, changes gears through the gear box module, and outputs power from the drive shaft of the rear auxiliary box.

[0100] In this embodiment, the second shaft of the gear box module and the intermediate shaft of the gear box module are connected in gear positions including:

[0101] The second shaft of the gear box module is provided with a second shaft gear;

[0102] It also includes an intermediate shaft of the gear box module that is externally meshed with the gear to be engaged;

[0103] The second shaft gear is meshed and connected from the inside of the gear to be engaged and changes the meshed connection state to form a gear change state.

[0104] Specifically, the gear to be engaged is a ring gear with internal and external teeth. The gear to be engaged is externally meshed with the intermediate shaft of the gear box module and internally meshed with the second shaft gear. There are multiple gears to be engaged, and the second shaft gear can only be meshed with one of the gears to be engaged at the same time. Multiple gears to be engaged are meshed with the intermediate shaft respectively. When the second shaft gear is meshed with different gears to be engaged, the gears have different ratios, forming a shifted gear.

[0105] In this embodiment, it also includes: an intermediate shaft brake module, an intermediate shaft sensor, and a drive shaft sensor;

[0106] An intermediate shaft brake module, used to provide braking force for the intermediate shaft of the gear box module;

[0107] An intermediate shaft sensor, used to monitor the rotation speed of the intermediate shaft of the gearbox module;

[0108] A drive shaft sensor is used to monitor the rotation speed of the drive shaft of the rear auxiliary box module;

[0109] Also included are, a gear actuator;

[0110] The gear actuator is used to control the movement of the second shaft gear, including meshing and connecting from the inside of the gear to be engaged to form a non-neutral gear and disengaging and connecting from the inside of the gear to be engaged to form a neutral gear.

[0111] Specifically, the intermediate shaft brake module is arranged on the intermediate shaft to reduce the speed of rotation of the intermediate shaft. The gear actuator is used to control the meshing and disengagement of the second shaft gear on the internal teeth of the gear to be engaged, thereby forming a gear change.

[0112] Figure 2 It is a flow chart of an AMT gear control method provided by one or more embodiments of the present invention.

[0113] like Figure 2 The AMT gear position control method shown is based on the AMT transmission system, and the AMT gear position control method includes:

[0114] Step S1, starting the intermediate shaft sensor fault diagnosis strategy to determine whether the intermediate shaft sensor is in a fault state;

[0115] Step S2, if it is in a fault state, then control the input shaft of the front auxiliary box to a state of free speed reduction;

[0116] Step S3, according to the input shaft of the front auxiliary box entering the free speed reduction state, obtaining the speed difference between the speed of the gear to be engaged and the speed of the second shaft;

[0117] Step S4, capturing a window allowing a gear shift operation based on scanning the speed difference between the speed of the gear to be engaged and the speed of the second shaft.

[0118] Specifically, this embodiment is a method other than relying on the intermediate shaft sensor for gear shifting. When the intermediate shaft sensor is diagnosed as abnormal, it is no longer safe to continue relying on the intermediate shaft sensor data for gear shifting. At this time, the speed difference between the speed of the gear to be engaged and the speed of the second shaft can be obtained according to the free deceleration state of the front auxiliary box input shaft, and then the window for allowing gear shifting operation can be captured to perform gear shifting operation.

[0119] In this embodiment, it also includes:

[0120] Read bus data and obtain vehicle speed V;

[0121] Read parameter data to obtain tire radius RI and rear axle reduction ratio Rio;

[0122] According to the vehicle speed V, tire radius RI and rear axle reduction ratio Rio, the rear auxiliary box drive shaft speed calculation value Nj is obtained;

[0123] Read the bus data to obtain the measured value No of the rear auxiliary box drive shaft speed;

[0124] Calculate the rear auxiliary box drive shaft speed deviation value Nt according to the rear auxiliary box drive shaft speed calculation value Nj and the rear auxiliary box drive shaft speed measurement value No, wherein Nt=Nj-No;

[0125] Obtaining a preset deviation threshold Ny of the speed deviation value of the rear auxiliary gearbox drive shaft;

[0126] According to the preset deviation threshold Ny of the rear auxiliary box drive shaft speed deviation value, the rear auxiliary box drive shaft speed calculated value Nj or the rear auxiliary box drive shaft speed measured value No is selected as the current rear auxiliary box drive shaft speed reference value Nc.

[0127] Specifically, based on the data under the running state of the vehicle, the rear auxiliary box drive shaft speed calculation value Nj can be calculated, and the rear auxiliary box drive shaft speed measurement value No can also be obtained through the vehicle controller. Theoretically, these two values ​​are infinitely close, but because the engine and the front auxiliary box are connected by a clutch, there may be an error speed, based on which the preset deviation threshold Ny can be obtained in advance to select a more reliable rear auxiliary box drive shaft speed value.

[0128] In this embodiment, according to the preset deviation threshold Ny of the rear auxiliary box drive shaft speed deviation value, the rear auxiliary box drive shaft speed calculation value Nj or the drive shaft speed measurement value No is selected as the current rear auxiliary box drive shaft speed reference value Nc, including:

[0129] Determine whether the rear auxiliary gearbox drive shaft speed deviation value Nt is greater than a preset deviation threshold value Ny of the rear auxiliary gearbox drive shaft speed deviation value;

[0130] If, is greater than, then the rear auxiliary box drive shaft speed calculation value Nj is selected as the current rear auxiliary box drive shaft speed reference value Nc;

[0131] If , is less than or equal to , then the rear auxiliary box drive shaft speed measurement value No is selected as the current rear auxiliary box drive shaft speed reference value Nc.

[0132] Specifically, the rear auxiliary box drive shaft speed deviation value Nt is calculated by Nt=Nj-No. When the rear auxiliary box drive shaft speed deviation value Nt is greater than the preset deviation threshold value Ny of the rear auxiliary box drive shaft speed deviation value, the rear auxiliary box drive shaft speed measurement value No can be questioned. When the rear auxiliary box drive shaft speed deviation value Nt is less than or equal to the preset deviation threshold value Ny of the rear auxiliary box drive shaft speed deviation value, the rear auxiliary box drive shaft speed measurement value No can be trusted. When the rear auxiliary box drive shaft speed measurement value No is questioned, although the calculation steps are more cumbersome, in order to ensure relatively accurate data, the rear auxiliary box drive shaft speed calculation value Nj can be temporarily used as the current rear auxiliary box drive shaft speed reference value Nc.

[0133] In this embodiment, it also includes:

[0134] Obtain target gear ratio Rm;

[0135] Calculate the corresponding engine speed reference value Ne2 according to the target gear ratio Rm and the rear auxiliary box drive shaft speed reference value Nc;

[0136] Get the current engine speed measurement value Ne1;

[0137] The current engine speed measurement value Ne1 is controlled to approach the engine speed reference value Ne2, and the timing of clutch disengagement is controlled.

[0138] Specifically, shifting from the current gear to the target gear requires the intermediate shaft speed to match the target gear, and the intermediate shaft speed is directly affected by the engine speed. The engine speed can be calculated at what speed the gear change is appropriate based on the target gear ratio Rm and the rear auxiliary box drive shaft speed reference value Nc. That is, by controlling the engine throttle, the current engine speed measurement value Ne1 is close to the engine speed reference value Ne2, the timing of clutch separation is controlled, and then the gear controller controls the two-shaft gear to change from meshing and connecting the current gear to be engaged to meshing and connecting the target gear to be engaged.

[0139] In this embodiment, it also includes:

[0140] The corresponding control clutch is in the disengaged state, the intermediate shaft is in the brake release state, and the input shaft of the front auxiliary box is in the free deceleration state;

[0141] Get the oil temperature and speed comparison table;

[0142] The oil temperature and speed comparison table includes the front auxiliary box input shaft speed state corresponding to the front auxiliary box oil temperature state;

[0143] Get the oil temperature status information of the front auxiliary box;

[0144] According to the oil temperature status information of the front auxiliary box and the oil temperature and speed comparison table, the free speed reduction rate dn of the input shaft of the front auxiliary box is obtained;

[0145] Get the target gear ratio Rt; get the transmission ratio value R of the front auxiliary box;

[0146] Get the timer timing control information;

[0147] Start timing according to the control timer and set the delay time t;

[0148] According to the engine speed reference value Ne2, the engine speed measurement value Ne1, the free deceleration rate dn of the front auxiliary box input shaft, the target gear ratio Rt, the transmission ratio value R of the front auxiliary box and the recording delay time t, the gear speed Nd of the gear to be engaged and the second shaft speed Nz are obtained;

[0149] The speed Nd of the gear to be engaged includes: Nd = (Ne-dn×t) / (Rt×R);

[0150] The second axis speed Nz includes, Nz = Nc × R;

[0151] According to the speed Nd of the gear to be engaged and the speed Nz of the second shaft, a speed difference Ns between the speed of the gear to be engaged and the speed of the second shaft is obtained;

[0152] The speed difference Ns between the speed of the gear to be engaged and the speed of the second shaft includes: Ns = Nz - Nd;

[0153] Obtaining a preset threshold range of the speed difference between the speed of the gear to be engaged and the speed of the second shaft;

[0154] According to the speed difference Ns between the speed of the gear to be engaged and the speed of the second shaft and the speed difference between the speed of the gear to be engaged and the speed of the second shaft, a threshold range is preset to capture the window allowing the gear shift operation.

[0155] Specifically, in addition to the situation where the intermediate shaft speed needs to be increased, there is also the situation where the intermediate shaft speed needs to be reduced. The clutch can be controlled to disengage, the intermediate shaft brake can be released, and the input shaft of the front auxiliary box can be in a state of free deceleration, waiting for the window that allows the gear shift operation to appear.

[0156] From the engine output shaft to the intermediate shaft, it passes through the gear set in the front auxiliary box, so the front auxiliary box has a transmission ratio value R. The target gear ratio Rt is the gear ratio of the gear to be engaged with the gear to be engaged. Therefore, the speed of the gear to be engaged is obtained based on Nd = (Ne-dn×t) / (Rt×R); the speed of the two shafts is obtained based on Nz = Nc×R. Since the meshing relationship between the gear to be engaged and the gear of the two shafts is not a concentric relationship, the speed is not exactly the same, but it has a relatively fixed ratio relationship. Therefore, according to the speed Nd of the gear to be engaged and the speed Nz of the two shafts, the speed difference Ns between the speed of the gear to be engaged and the speed of the two shafts can be obtained, that is, Ns = Nz-Nd. This value reflects the ratio relationship of the corresponding gear. Based on this, the window for allowing gear shifting operations can be found.

[0157] In this embodiment, capturing the window that allows the gear shift operation includes:

[0158] The preset threshold range of the speed difference between the gear speed of the gear to be engaged and the second shaft speed includes: an upper threshold of the speed difference between the gear speed of the gear to be engaged and the second shaft speed and a lower threshold of the speed difference between the gear speed of the gear to be engaged and the second shaft speed;

[0159] Determine whether the speed difference Ns between the speed of the gear to be engaged and the speed of the second shaft is less than an upper limit threshold of the speed difference between the speed of the gear to be engaged and the speed of the second shaft;

[0160] If, it is less than, then determine whether the speed difference Ns between the speed of the gear to be engaged and the speed of the second shaft is greater than the lower limit threshold of the speed difference between the speed of the gear to be engaged and the speed of the second shaft;

[0161] If,is greater than, then the window allowing the shift operation is obtained;

[0162] The shift actuator performs the shift operation according to the window in which the shift operation is permitted.

[0163] Specifically, the speed difference Ns between the gear speed to be engaged and the second shaft speed is obtained based on calculation, and the input data includes some sampled values ​​or measured values. The speed difference upper limit threshold and the speed difference lower limit threshold of the gear speed to be engaged and the second shaft speed are theoretical values ​​when the AMT is designed.

[0164] Therefore, the best gear shifting operation window is to control the speed difference Ns between the speed of the gear to be engaged and the speed of the second shaft between the upper limit threshold of the speed difference between the speed of the gear to be engaged and the speed of the second shaft and the lower limit threshold of the speed difference between the speed of the gear to be engaged and the speed of the second shaft.

[0165] In this embodiment, it also includes:

[0166] Determine whether the speed difference Ns between the speed of the gear to be engaged and the speed of the second shaft is greater than an upper limit threshold of the speed difference between the speed of the gear to be engaged and the speed of the second shaft, or is less than a lower limit threshold of the speed difference between the speed of the gear to be engaged and the speed of the second shaft;

[0167] If yes, then delay time t again, refresh the speed difference Ns between the gear speed to be engaged and the second shaft speed, and then preset the threshold interval according to the speed difference Ns between the gear speed to be engaged and the second shaft speed and the speed difference between the gear speed to be engaged and the second shaft speed to capture the window allowing gear shifting operation.

[0168] Specifically, one possibility is not excluded: the free deceleration rate is too large, and the window for allowing the gear shift operation is missed, or the free deceleration rate is too small, and the window for allowing the gear shift operation comes too slowly. When the speed difference Ns between the gear speed to be engaged and the second shaft speed is greater than the upper threshold of the speed difference between the gear speed to be engaged and the second shaft speed, or less than the lower threshold of the speed difference between the gear speed to be engaged and the second shaft speed, the time t is delayed again, and the speed difference Ns between the gear speed to be engaged and the second shaft speed is refreshed. Then, according to the speed difference Ns between the gear speed to be engaged and the second shaft speed and the speed difference between the gear speed to be engaged and the second shaft speed, the window for allowing the gear shift operation is captured again. For example, if the free deceleration rate is too large, the clutch can be engaged and the accelerator can be stepped on to increase the intermediate shaft speed, driving the speed of the gear to be engaged to increase. For example, if the free deceleration rate is too small, the waiting time can be extended.

[0169] Figure 3 It is a structural diagram of an AMT gear control device provided by one or more embodiments of the present invention.

[0170] like Figure 3 The AMT gear control device shown includes: a judgment module, a speed reduction control module, a speed acquisition module, and a window capture module;

[0171] A judgment module, used to start the intermediate shaft sensor fault diagnosis strategy and judge whether the intermediate shaft sensor is in a fault state;

[0172] The speed reduction control module is used to control the free speed reduction state of the front auxiliary box input shaft if it is in a fault state;

[0173] The speed acquisition module is used to obtain the speed difference between the speed of the gear to be engaged and the speed of the second shaft according to the input shaft of the front auxiliary box entering the free speed reduction state;

[0174] The window capture module is used to capture the window that allows the gear shifting operation according to the speed difference between the speed of the gear to be engaged and the speed of the second shaft.

[0175] It is worth noting that although the present system only discloses the judgment module, the speed reduction control module, the speed acquisition module, and the window capture module, it does not mean that the present device is limited to the above-mentioned basic functional modules. Rather, what the present invention wants to express is that, based on the above-mentioned basic functional modules, those skilled in the art can arbitrarily add one or more functional modules in combination with the prior art to form an infinite number of embodiments or technical solutions. In other words, the present system is open rather than closed. Just because the present embodiment only discloses individual basic functional modules, it cannot be considered that the scope of protection of the claims of the present invention is limited to the above-mentioned basic functional modules.

[0176] Through the above scheme, the following beneficial technical effects are obtained:

[0177] The present application obtains the speed difference between the gear to be engaged and the second shaft speed by entering the free deceleration state through the front auxiliary box input shaft, captures the window allowing the gear shifting operation, and realizes the gear shifting operation without relying on the intermediate shaft sensor data.

[0178] Figure 4 A schematic diagram of an AMT transmission system according to a specific embodiment of the present invention Figure 1 .

[0179] Figure 5 A schematic diagram of an AMT transmission system according to a specific embodiment of the present invention Figure 2 .

[0180] Figure 6 It is a schematic diagram of the intermediate shaft sensor fault diagnosis process according to a specific embodiment of the present invention.

[0181] Figure 7 It is a schematic diagram of the AMT gear control process of a specific embodiment of the present invention.

[0182] In a specific embodiment, Figure 4 The AMT transmission system shown includes:

[0183] 1. Input shaft, 2. Front auxiliary box, 3. Intermediate shaft reduction gear, 4. Intermediate shaft counting gear, 5. Intermediate shaft speed sensor, 6. Intermediate shaft, 7. Drive shaft counting gear, 8. Drive shaft, 9. Drive shaft speed sensor, 10. Transmission control unit, 11. Engine control unit, 12. Input gear, 13. Engine, clutch 14;

[0184] When the clutch 14 is engaged, the torque and speed from the engine 13 are transmitted by the input shaft 1. The input gear 12 on the input shaft 1 rotates together with the input shaft by means of a spline connection. The input gear 12 is connected to the intermediate shaft reduction gear 3 by means of gear meshing. In order to obtain different transmission ratios, multiple sets of gears can be added between the input gear 12 and the intermediate shaft reduction gear 3 for speed reduction. The intermediate shaft reduction gear 3 is connected to the intermediate shaft 6 by means of a spline, so that the intermediate shaft reduction gear 3 and the intermediate shaft 6 have the same speed and realize power transmission.

[0185] The intermediate shaft counting gear 4 is connected to the intermediate shaft 6 by a spline connection, and rotates together with the intermediate shaft 6 at the same speed. At this time, a pulse frequency signal is formed between the intermediate shaft speed sensor 5 and the intermediate shaft technical gear 4, which is transmitted to the transmission control unit 10 through the signal line. The transmission control unit 10 processes the signal transmitted by the sensor through internal hardware, and the processed signal is transmitted to the software. The software calculates the current speed of the intermediate shaft counting gear 4, that is, the intermediate shaft speed n_layshaft.

[0186] The intermediate shaft 6 transmits power and speed to the drive shaft 8 through splines and gear meshing. The drive shaft counting gear 7 is connected to the drive shaft 8 (equivalent to the output shaft of the entire AMT transmission system) through gear meshing. The drive shaft 8 and the drive shaft counting gear 7 rotate together at the same speed. At this time, a pulse frequency signal is formed between the drive shaft speed sensor 9 and the drive shaft counting gear 7, which is transmitted to the transmission control unit 10 through the signal line. The transmission control unit 10 processes the signal from the sensor through internal hardware, and the processed signal is transmitted to the software. The software drives the current speed of the shaft counting gear 7, that is, the output shaft speed n_output.

[0187] After obtaining the intermediate shaft speed, the internal software of the transmission control unit 10 calculates the input shaft speed N_input=i*N_layshaft by multiplying the transmission ratio i between the input shaft 1 and the intermediate shaft 6 by the intermediate shaft speed N_layshaft. At the same time, the transmission control unit 10 obtains the engine speed Ne by communicating with the engine control unit 11.

[0188] In another embodiment, Figure 5 The AMT transmission system shown also includes: 21, intermediate shaft brake, 22, second shaft, 23, second shaft gear, 24, gear to be engaged, 25, gear actuator. The AMT transmission system is also divided into 26, front auxiliary box and 27, rear auxiliary box.

[0189] The gear 24 to be engaged is annular and is provided with internal and external teeth, and the external teeth are meshed and connected with the intermediate shaft. The second shaft 22 has a second shaft gear 23, and the second shaft gear 23 moves in and out of the gear to be engaged, and is meshed and connected with the internal teeth of the gear 24 to be engaged through the external teeth of the second shaft gear 23. The shift actuator 25 controls the second shaft gear 23 to move in and out of the gear 24 to be engaged, and the transmission ratio is switched through the meshing connection of the external teeth of the second shaft gear 23 with the internal teeth of the gear 24 to be engaged, forming a gear change. The intermediate shaft brake 21 is set in the front auxiliary box 26, and the brake pad faces the intermediate shaft. The input end of the rear auxiliary box 27 is connected to the second shaft 22, and the output end is equivalent to the drive shaft, and the drive shaft is provided with a drive shaft speed sensor 9.

[0190] In another specific embodiment, Figure 6 The intermediate shaft sensor fault diagnosis process shown includes: at the start time, first obtain the current gear position of the AMT, which is obtained by the controller of the AMT. Determine whether the current gear position is neutral. If the current gear position is not neutral, continue to obtain the current gear position information. If the current gear position is neutral, proceed to the next step;

[0191] The clutch position is obtained through the clutch position sensor, and the current clutch position is compared with the preset clutch engagement position. If the clutch position is greater than the preset clutch engagement position, the clutch is controlled to engage. If the clutch position is less than or equal to the preset clutch engagement position, the next step is performed;

[0192] The current engine speed Ne is obtained through CAN bus communication, the current intermediate shaft speed Nl is obtained through the intermediate shaft speed sensor, the front and auxiliary gearbox transmission ratio R is obtained through the AMT controller, and the input shaft speed Nin = Nl × R is calculated through the intermediate shaft speed and the front and auxiliary gearbox transmission ratio;

[0193] Calculate the difference between the current engine speed and the input shaft speed Nc = Ne-Nin. Compare the relationship between the speed difference Nc and the preset speed difference Ny. If the speed difference Nc is less than the preset speed difference Ny, it means that the current intermediate shaft speed sensor is not faulty. If the speed difference Nc is greater than or equal to the preset speed difference Ny, proceed to the next step;

[0194] Start the timer and obtain the current timer time. If the timer time t is less than the preset time t1, continue to obtain the timer time. If the timer time t is greater than or equal to the preset time t1, proceed to the next step.

[0195] The current engine speed Ne is obtained through CAN bus communication, the current intermediate shaft speed Nl is obtained through the intermediate shaft speed sensor, the front and auxiliary gearbox transmission ratio R is obtained through the AMT controller, and the input shaft speed Nin = Nl × R is calculated through the intermediate shaft speed and the front and auxiliary gearbox transmission ratio;

[0196] Calculate the difference between the current engine speed and the input shaft speed Nc = Ne-Nin. Compare the relationship between the speed difference Nc and the preset speed difference Ny. If the speed difference Nc is less than the preset speed difference Ny, it means that the current intermediate shaft speed sensor is not faulty. If the speed difference Nc is greater than or equal to the preset speed difference Ny, it is determined that the intermediate shaft speed sensor is faulty.

[0197] In another specific embodiment, Figure 6 After the intermediate shaft speed sensor fault diagnosis process shown in the figure is determined to be faulty, the following steps are performed: Figure 7 The AMT gear control process is shown.

[0198] When the AMT intermediate shaft speed sensor fails, the current output shaft speed No is first obtained through the drive shaft speed sensor, and the current vehicle speed signal V is obtained through CAN bus communication.

[0199] The output shaft speed Nj is calculated by the current vehicle speed signal V, the preset tire radius Rl and the main reduction ratio Rio.

[0200] Calculate the difference between No and Nj, Nt=Nj-No, and determine whether Nt is greater than a preset difference. If Nt is less than or equal to the preset difference, select No as the output shaft speed reference value Nc; if Nt is greater than the preset difference, select Nj as the output shaft speed reference value Nc.

[0201] Calculate the corresponding engine speed Ne2 according to the target gear ratio Rm and the output shaft speed reference value Nc, control the engine speed Ne1 to approach Ne2, and control the clutch to disengage;

[0202] The AMT controller controls the intermediate shaft brake solenoid valve to close the intermediate shaft brake;

[0203] The gearbox oil temperature is obtained through the oil temperature sensor, and the input shaft free speed reduction rate dn is obtained according to the oil temperature table;

[0204] Start the timer and get the current time t of the timer;

[0205] Calculate the current gear speed Nd and the second shaft speed Nz of the gear to be engaged, calculate the corresponding engine speed Ne2, the engine control speed Ne1, the current timer time t, the input shaft free deceleration rate, the target gear ratio Rt and the front auxiliary box ratio R to obtain Nd = (Ne-dn×t) / (Rt×R), and the second shaft speed can be calculated by the output shaft speed reference value and the rear auxiliary box speed ratio to obtain Nz = Nc*R;

[0206] Calculate the current speed difference Ns=Nz-Nd, and determine the relationship between the current speed difference and the preset speed difference lower limit and the preset speed difference upper limit. When the current speed difference Ns is less than the preset speed difference lower limit or greater than the preset speed difference upper limit, continue to obtain the timer time t.

[0207] Calculate the gear speed Nd and the second shaft speed Nz of the gear to be engaged at the current moment again, and calculate the engine control speed Ne1, the current timer time t, the input shaft free deceleration rate, the target gear ratio Rt and the front auxiliary box ratio R to obtain Nd = (Ne-dn×t) / (Rt×R). The second shaft speed can be calculated by the output shaft speed reference value and the rear auxiliary box speed ratio to obtain Nz = Nc*R;

[0208] The current speed difference Ns=Nz-Nd is calculated again to determine the relationship between the current speed difference and the preset speed difference lower limit and the preset speed difference upper limit. When the current speed difference Ns is greater than the preset speed difference lower limit and less than the preset speed difference upper limit, the AMT controller controls the shift actuator to shift into gear.

[0209] The shift actuator displacement is obtained through the shift displacement sensor to determine the relationship between the shift actuator command position and the preset gear shift completion state position. If the shift actuator command position is less than the gear shift completion state position, the shift actuator continues to be controlled to shift. If the shift actuator command position is greater than or equal to the gear shift completion state position, the shift actuator command ends.

[0210] Figure 8 It is a structural block diagram of an electronic device of an AMT gear control method provided by one or more embodiments of the present invention.

[0211] like Figure 8 As shown, the present application provides an electronic device, including: a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory communicate with each other through the communication bus;

[0212] A computer program is stored in the memory. When the computer program is executed by the processor, the processor executes the steps of an AMT gear control method.

[0213] The present application also provides a computer-readable storage medium, which stores a computer program executable by an electronic device. When the computer program runs on the electronic device, the electronic device executes the steps of an AMT gear control method.

[0214] The present application also provides a vehicle, comprising:

[0215] An electronic device for implementing the steps of an AMT gear position control method;

[0216] A processor, the processor runs a program, and when the program runs, the steps of the AMT gear control method are executed from the data output by the electronic device;

[0217] The storage medium is used to store a program, and when the program is running, the program executes the steps of the AMT gear control method for the data output from the electronic device.

[0218] The communication bus mentioned in the above electronic device can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. The communication bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, only one thick line is used in the figure, but it does not mean that there is only one bus or one type of bus.

[0219] The electronic device includes a hardware layer, an operating system layer running on the hardware layer, and an application layer running on the operating system. The hardware layer includes hardware such as a central processing unit (CPU), a memory management unit (MMU), and a memory. The operating system can be any one or more computer operating systems that implement electronic device control through a process, such as a Linux operating system, a Unix operating system, an Android operating system, an iOS operating system, or a Windows operating system. In addition, in an embodiment of the present invention, the electronic device can be a handheld device such as a smart phone or a tablet computer, or can be an electronic device such as a desktop computer or a portable computer, which is not particularly limited in the embodiment of the present invention.

[0220] The execution subject of the electronic device control in the embodiment of the present invention may be an electronic device, or a functional module in the electronic device that can call and execute a program. The electronic device may obtain the firmware corresponding to the storage medium. The firmware corresponding to the storage medium is provided by the supplier. The firmware corresponding to different storage media may be the same or different, which is not limited here. After the electronic device obtains the firmware corresponding to the storage medium, the firmware corresponding to the storage medium may be written into the storage medium, specifically, the firmware corresponding to the storage medium may be burned into the storage medium. The process of burning the firmware into the storage medium may be implemented using existing technology, which will not be described in detail in the embodiment of the present invention.

[0221] The electronic device may also obtain a reset command corresponding to the storage medium. The reset command corresponding to the storage medium is provided by the supplier. The reset commands corresponding to different storage media may be the same or different, and are not limited here.

[0222] At this time, the storage medium of the electronic device is a storage medium in which the corresponding firmware is written, and the electronic device can respond to the reset command corresponding to the storage medium in the storage medium in which the corresponding firmware is written, so that the electronic device resets the storage medium in which the corresponding firmware is written according to the reset command corresponding to the storage medium. The process of resetting the storage medium according to the reset command can be implemented by the existing technology and will not be described in detail in the embodiments of the present invention.

[0223] For the convenience of description, the above devices are described in terms of functions and are divided into various units and modules. Of course, when implementing the present application, the functions of each unit and module can be implemented in the same or multiple software and / or hardware.

[0224] Those skilled in the art will appreciate that, unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as those generally understood by those skilled in the art in the art to which the present invention belongs. It should also be understood that terms such as those defined in general dictionaries should be understood to have meanings consistent with the meanings in the context of the prior art, and will not be interpreted with idealized or overly formal meanings unless specifically defined.

[0225] For the method embodiments, for the sake of simplicity, they are all described as a series of action combinations, but those skilled in the art should know that the embodiments of the present invention are not limited by the order of the actions described, because according to the embodiments of the present invention, some steps can be performed in other orders or simultaneously. Secondly, those skilled in the art should also know that the embodiments described in the specification are all preferred embodiments, and the actions involved are not necessarily required by the embodiments of the present invention.

[0226] It can be known from the description of the above implementation modes that those skilled in the art can clearly understand that the present application can be implemented by means of software plus a necessary general hardware platform. Based on such an understanding, the technical solution of the present application can be essentially or partly contributed to the prior art in the form of a software product, which can be stored in a storage medium such as ROM / RAM, a magnetic disk, an optical disk, etc., and includes several instructions for enabling a computer device (which can be a personal computer, a server or a network device, etc.) to execute the methods described in the various implementation modes of the present application or certain parts of the implementation modes.

[0227] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. An AMT transmission system, It is characterized in that The AMT transmission system includes: a front auxiliary box module, a rear auxiliary box module, a gear box module and an engine; The input shaft of the front auxiliary box module is connected to the output shaft of the engine through a clutch; The intermediate shaft of the gear box module is meshedly connected to the input shaft of the front auxiliary box module; The second shaft of the gear box module is gear-connected to the intermediate shaft of the gear box module; The second shaft of the gear box module is meshedly connected with the drive shaft of the rear auxiliary box module; The drive shaft of the rear auxiliary box module is connected to the rear axle of the vehicle to drive the wheels.

2. The AMT transmission system according to claim 1, It is characterized in that The second shaft of the gear box module and the intermediate shaft of the gear box module are connected in gear positions including: The second shaft of the gear box module is provided with a second shaft gear; It also includes an intermediate shaft of the gear box module that is externally meshed and connected to the gear of the gear to be engaged; The two-shaft gears are meshed and connected from the inside of the gear to be engaged and change the meshed connection state to form a gear change state.

3. The AMT transmission system according to claim 2, It is characterized in that Also includes: Intermediate shaft brake module, intermediate shaft sensor, drive shaft sensor; The intermediate shaft brake module is used to provide braking force for the intermediate shaft of the gear box module; The intermediate shaft sensor is used to monitor the rotation speed of the intermediate shaft of the gear box module; The drive shaft sensor is used to monitor the rotation speed of the drive shaft of the rear auxiliary box module; Also included are, a gear actuator; The gear actuator is used to control the movement of the two-shaft gear, including meshing and connecting from the inside of the gear to be engaged to form a non-neutral gear and disengaging and connecting from the inside of the gear to be engaged to form a neutral gear.

4. A method for controlling an AMT gear position, It is characterized in that Based on the AMT transmission system according to claims 1 to 3, the AMT gear control method comprises: Start the intermediate shaft sensor fault diagnosis strategy to determine whether the intermediate shaft sensor is in a fault state; If it is in a fault state, the input shaft of the front auxiliary box is controlled to be in a state of free speed reduction; According to the input shaft of the front auxiliary box entering the free speed reduction state, the speed difference between the speed of the gear to be engaged and the speed of the second shaft is obtained; By scanning the speed difference between the speed of the gear to be engaged and the speed of the second shaft, a window allowing the gear shift operation is captured.

5. The AMT gear position control method according to claim 4, It is characterized in that Also includes: Read bus data and obtain vehicle speed V; Read parameter data to obtain tire radius RI and rear axle reduction ratio Rio; According to the vehicle speed V, tire radius RI and rear axle reduction ratio Rio, the rear auxiliary box drive shaft speed calculation value Nj is obtained; Read the bus data to obtain the measured value No of the rear auxiliary box drive shaft speed; Calculate the rear auxiliary box drive shaft speed deviation value Nt according to the rear auxiliary box drive shaft speed calculation value Nj and the rear auxiliary box drive shaft speed measurement value No, wherein Nt=Nj-No; Obtaining a preset deviation threshold Ny of the speed deviation value of the rear auxiliary gearbox drive shaft; According to the preset deviation threshold Ny of the rear auxiliary box drive shaft speed deviation value, the rear auxiliary box drive shaft speed calculated value Nj or the rear auxiliary box drive shaft speed measured value No is selected as the current rear auxiliary box drive shaft speed reference value Nc.

6. The AMT gear position control method according to claim 5, It is characterized in that The method of selecting the rear auxiliary box drive shaft speed calculation value Nj or the drive shaft speed measurement value No as the current rear auxiliary box drive shaft speed reference value Nc according to the preset deviation threshold Ny of the rear auxiliary box drive shaft speed deviation value comprises: Determine whether the rear auxiliary gearbox drive shaft speed deviation value Nt is greater than a preset deviation threshold value Ny of the rear auxiliary gearbox drive shaft speed deviation value; If it is greater than, then the rear auxiliary box drive shaft speed calculation value Nj is selected as the current rear auxiliary box drive shaft speed reference value Nc; If, is less than or equal to, then the rear auxiliary box drive shaft speed measurement value No is selected as the current rear auxiliary box drive shaft speed reference value Nc.

7. The AMT gear position control method according to claim 6, It is characterized in that Also includes: Obtain target gear ratio Rm; Calculate the corresponding engine speed reference value Ne2 according to the target gear ratio Rm and the rear auxiliary box drive shaft speed reference value Nc; Get the current engine speed measurement value Ne1; The current engine speed measurement value Ne1 is controlled to approach the engine speed reference value Ne2, and the timing of clutch disengagement is controlled.

8. The AMT gear position control method according to claim 7, It is characterized in that Also includes: Corresponding to the control clutch disengagement state, the intermediate shaft is released from the braking state, and the input shaft of the front auxiliary box is in a free deceleration state; Get the oil temperature and speed comparison table; The oil temperature and speed comparison table includes the front auxiliary box input shaft speed state corresponding to the front auxiliary box oil temperature state; Get the oil temperature status information of the front auxiliary box; According to the oil temperature status information of the front auxiliary box and the oil temperature and speed comparison table, the free speed reduction rate dn of the input shaft of the front auxiliary box is obtained; Get the target gear ratio Rt; get the transmission ratio value R of the front auxiliary box; Get the timer timing control information; Start timing according to the control timer and set the delay time t; According to the engine speed reference value Ne2, the engine speed measurement value Ne1, the free deceleration rate dn of the front auxiliary box input shaft, the target gear ratio Rt, the transmission ratio value R of the front auxiliary box and the recording delay time t, the gear speed Nd of the gear to be engaged and the second shaft speed Nz are obtained; The speed Nd of the gear to be engaged includes: Nd = (Ne-dn×t) / (Rt×R); The second axis speed Nz includes, Nz = Nc × R; According to the speed Nd of the gear to be engaged and the speed Nz of the second shaft, a speed difference Ns between the speed of the gear to be engaged and the speed of the second shaft is obtained; The speed difference Ns between the speed of the gear to be engaged and the speed of the second shaft includes: Ns=Nz-Nd; Obtaining a preset threshold range of the speed difference between the speed of the gear to be engaged and the speed of the second shaft; According to the speed difference Ns between the speed of the gear to be engaged and the speed of the second shaft and the preset threshold range of the speed difference between the speed of the gear to be engaged and the speed of the second shaft, the window allowing the gear shifting operation is captured.

9. The AMT gear position control method according to claim 8, It is characterized in that The window for capturing and allowing the gear shift operation includes: The preset threshold interval of the speed difference between the gear speed of the gear to be engaged and the second shaft speed includes: an upper threshold of the speed difference between the gear speed of the gear to be engaged and the second shaft speed and a lower threshold of the speed difference between the gear speed of the gear to be engaged and the second shaft speed; Determine whether the speed difference Ns between the speed of the gear to be engaged and the speed of the second shaft is less than an upper limit threshold of the speed difference between the speed of the gear to be engaged and the speed of the second shaft; If, it is less than, then determine whether the speed difference Ns between the speed of the gear to be engaged and the speed of the second shaft is greater than the lower limit threshold of the speed difference between the speed of the gear to be engaged and the speed of the second shaft; If,is greater than, then the window allowing the shift operation is obtained; The shift actuator performs the shift operation according to the window in which the shift operation is permitted.

10. The AMT gear position control method according to claim 9, It is characterized in that Also includes: Determine whether the speed difference Ns between the speed of the gear to be engaged and the speed of the second shaft is greater than an upper limit threshold of the speed difference between the speed of the gear to be engaged and the speed of the second shaft, or is less than a lower limit threshold of the speed difference between the speed of the gear to be engaged and the speed of the second shaft; If yes, then delay time t again, refresh the speed difference Ns between the gear speed to be engaged and the second shaft speed, and then capture the window allowing gear shifting operation based on the speed difference Ns between the gear speed to be engaged and the second shaft speed and the preset threshold interval of the speed difference between the gear speed to be engaged and the second shaft speed.

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