Ami transmission system, ami gear control method, device and electronic equipment

Abstract

The application 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 gearbox module, a rear auxiliary gearbox module, a gear box module and an engine. The input shaft of the front auxiliary gearbox module is connected to the output shaft of the engine through a clutch. The intermediate shaft of the gear box module is meshed with the input shaft of the front auxiliary gearbox module. The second shaft of the gear box module is connected to the intermediate shaft of the gear box module. The second shaft of the gear box module is meshed with the drive shaft of the rear auxiliary gearbox module. The drive shaft of the rear auxiliary gearbox module is connected to the rear axle of the vehicle and drives the wheels. Through the above scheme, the input shaft of the front auxiliary gearbox enters a 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, the window allowing gear shifting is captured, and gear shifting is realized without depending on the data of the intermediate shaft sensor.

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] AMT transmission shifts rely on precise sensor feedback to achieve smooth gear changes. The intermediate shaft, a crucial component, is typically equipped with a dedicated intermediate shaft sensor to monitor its rotational status. If an intermediate shaft sensor malfunctions while the vehicle is in motion, it's not always appropriate to stop and inspect the vehicle immediately; instead, the vehicle must travel a short distance to a repair station.

[0003] Therefore, a downshift control scheme based on the AMT transmission system is needed to achieve smooth gear shifting 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 solutions:

[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 engine output shaft 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 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 with the gear to be engaged;

[0015] The two-shaft gears are meshed and connected from the inside of the gear to be engaged and the meshed connection state is changed 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 the gear to be engaged to form a non-neutral gear and disengaging and connecting 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 front auxiliary box input shaft is controlled to free decelerate;

[0025] According to the input shaft of the front auxiliary gearbox entering the free deceleration 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 in which the gear shift operation is allowed 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] Obtain the calculated value Nj of the rear auxiliary gearbox drive shaft speed based on the vehicle speed V, tire radius RI, and rear axle reduction ratio Rio;

[0031] Read the bus data and 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, where Nt=Nj-No;

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

[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] Furthermore, the selecting, based on 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 drive shaft speed measured value No as the current rear auxiliary box drive shaft speed reference value Nc 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] Calculating a 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 gearbox input shaft, the target gear ratio Rt, the transmission ratio value R of the front auxiliary gearbox, and the recorded 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] Obtain the speed difference Ns between the speed of the gear to be engaged and the speed of the second shaft according to the speed Nd of the gear to be engaged and the speed Nz of the second shaft;

[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 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, a threshold range is preset to capture the window for allowing the gear shift operation.

[0060] Furthermore, the window for capturing the permitted shift operation includes:

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

[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 for allowing 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 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 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 speed of the gear to be engaged and the speed of the second shaft, and then again capture the window allowing the gear shifting operation based on the speed difference Ns between the speed of the gear to be engaged and the speed of the second shaft and the preset threshold interval of the speed difference between the speed of the gear to be engaged and the speed of the second shaft.

[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 deceleration state;

[0073] The window capture module is used to capture the window allowing the gear shift operation based on 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 that can be executed 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 a sixth aspect of the present invention, there is provided a vehicle comprising:

[0078] An electronic device for implementing the steps of the AMT gear control method;

[0079] a processor, the processor running a program, and executing the steps of the AMT gear control method based on data output by the electronic device when the program is running;

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

[0081] Through the above solution, the following beneficial technical effects are achieved:

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

[0083] Figure 1 1 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 flowchart 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 AMT transmission system according to a specific embodiment of the present invention is shown in FIG. Figure 1 .

[0087] Figure 5 AMT transmission system according to a specific embodiment of the present invention is shown in FIG. 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 This is a block diagram of an electronic device structure 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 clearly and completely described below with reference to the accompanying drawings. Obviously, the embodiments described are only some embodiments of the present invention, not all embodiments. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without making any creative efforts shall fall within the scope of protection of the present invention.

[0092] Figure 1 1 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 gear box module is meshed with the input shaft of the front auxiliary box module;

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

[0097] The second shaft of the gear box module is meshed and 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 the power source, inputting power from the input shaft of the front auxiliary box module, performing gear shifting through the gear box module, and outputting 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 meshing 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 gearbox module and internally meshed with the secondary gear. There are multiple gears to be engaged, and the secondary gears can only be engaged with one of the gears to be engaged at a time. Multiple gears to be engaged are meshed with the intermediate shafts, respectively. When the secondary gears are engaged with different gears to be engaged, they exhibit different gear 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] Intermediate shaft brake module, used to provide braking force for the intermediate shaft of the gear box module;

[0107] Intermediate shaft sensor, used to monitor the rotational speed of the intermediate shaft of the gear box module;

[0108] Drive shaft sensor, used to monitor the 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 engaging the gear to be engaged to form a non-neutral gear and disengaging the gear to be engaged to form a neutral gear.

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

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

[0113] like Figure 2 The AMT gear control method shown is based on the AMT transmission system and 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 the state is faulty, the input shaft of the front auxiliary box is controlled to be in a state of free deceleration;

[0116] Step S3, according to the input shaft of the front auxiliary box entering the free deceleration 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 provides an alternative to relying on the intermediate shaft sensor for gear changes. If the intermediate shaft sensor is diagnosed as abnormal, continuing to rely on the intermediate shaft sensor data for gear changes is no longer reliable. In this case, the speed difference between the gear to be engaged and the secondary shaft speed can be determined based on the front auxiliary transmission input shaft entering a free-running state. This allows the shift window to be captured and the gear change performed.

[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] Obtain the calculated value Nj of the rear auxiliary gearbox drive shaft speed based on the vehicle speed V, tire radius RI, and rear axle reduction ratio Rio;

[0123] Read the bus data and 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 based on the rear auxiliary box drive shaft speed calculation value Nj and the rear auxiliary box drive shaft speed measurement value No, where Nt = Nj - No;

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

[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 data from the vehicle's operating state, the calculated rear auxiliary transmission drive shaft speed value Nj can be calculated, and the measured rear auxiliary transmission drive shaft speed value No can also be obtained through the vehicle controller. Theoretically, these two values ​​are infinitely close, but due to the clutch connecting the engine and the front auxiliary transmission, there may be a speed error. Based on this, a preset deviation threshold Ny can be determined in advance to select the rear auxiliary transmission drive shaft speed value with greater reliability.

[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 calculated value Nj or the drive shaft speed measured value No is selected as the current rear auxiliary box drive shaft speed reference value Nc, which includes:

[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 based on 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, a factor directly affected by engine speed. The optimal engine speed for the gear change is calculated based on the target gear ratio Rm and the rear auxiliary transmission drive shaft speed reference value Nc. Specifically, by controlling the engine throttle to bring the current measured engine speed value Ne1 closer to the engine speed reference value Ne2, the clutch disengagement timing is controlled, and the gear controller then shifts the secondary shaft gear from meshing with the current gear to be engaged to meshing with 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 gearbox input shaft, the target gear ratio Rt, the transmission ratio value R of the front auxiliary gearbox, and the recorded 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] Obtain the speed difference Ns between the speed of the gear to be engaged and the speed of the second shaft according to the speed Nd of the gear to be engaged and the speed Nz of the second shaft;

[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 gear to be engaged and the second shaft speed and the speed difference between the gear to be engaged and the second shaft speed, a threshold range is preset to capture the window in which the gear shift operation is allowed.

[0155] Specifically, in addition to situations where the intermediate shaft speed needs to be increased, there are also situations where the intermediate shaft speed needs to be reduced. The clutch can be controlled to disengage, the intermediate shaft brake is released, and the input shaft of the front auxiliary transmission is allowed to freely decelerate, 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 transmission, resulting in a transmission ratio value R for the front auxiliary transmission. The target gear ratio Rt is determined after the gears on the opposite shafts are meshed and connected to the gear to be engaged. Therefore, the speed of the gear to be engaged is calculated based on Nd = (Ne - dn × t) / (Rt × R); the shaft speed is calculated based on Nz = Nc × R. Because the meshing relationship between the gear to be engaged and the shaft gears is not concentric, their speeds are not exactly the same, but they have a relatively fixed ratio. Therefore, the speed difference Ns between the gear speed to be engaged and the shaft speed can be calculated based on the speed Nd of the gear to be engaged and the shaft speed Nz: Ns = Nz - Nd. This value reflects the ratio relationship of the corresponding gear. Based on this, the window within which shifting is permitted can be found.

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

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

[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 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 for allowing 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 to be engaged and the second shaft is calculated using input data that includes sampled or measured values. The upper and lower speed difference thresholds for the speed difference between the gear to be engaged and the second shaft are theoretical values ​​established during AMT design.

[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 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 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 speed of the gear to be engaged and the speed of the second shaft, and then preset the threshold interval based on 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 to capture the window for allowing gear shifting operations.

[0168] Specifically, one possibility cannot be ruled out: the free-deceleration rate is too high, missing the shift window, or the free-deceleration rate is too low, causing the shift window to arrive too slowly. When the speed difference Ns between the gear to be engaged and the shaft speed is greater than the upper threshold or less than the lower threshold, a further delay of t is applied to refresh the speed difference Ns between the gear to be engaged and the shaft speed. Then, based on the speed difference Ns and the preset threshold interval, the shift window is captured. For example, if the free-deceleration rate is too high, the clutch can be engaged and the accelerator can be pressed to increase the intermediate shaft speed, driving the speed of the gear to be engaged higher. If the free-deceleration rate is too low, 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 deceleration state;

[0174] The window capture module is used to capture the window allowing the gear shift operation based on 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 a judgment module, a speed reduction control module, a speed acquisition module, and a 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 existing technology 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 solution, the following beneficial technical effects are achieved:

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

[0178] Figure 4 AMT transmission system according to a specific embodiment of the present invention is shown in FIG. Figure 1 .

[0179] Figure 5 AMT transmission system according to a specific embodiment of the present invention is shown in FIG. 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 clutch 14 is engaged, torque and speed from engine 13 are transmitted via input shaft 1. Input gear 12 on input shaft 1 rotates co-rotating with the input shaft via a spline connection. Input gear 12 is meshed with the intermediate shaft reduction gear 3. To achieve different gear ratios, multiple gear sets can be added between input gear 12 and intermediate shaft reduction gear 3 for speed reduction. The intermediate shaft reduction gear 3 is splined to intermediate shaft 6, ensuring that the intermediate shaft reduction gear 3 and intermediate shaft 6 have the same speed and transmit power.

[0185] The intermediate shaft counting gear 4 is connected to the intermediate shaft 6 through 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 transmits the processed signal 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] Intermediate shaft 6 transmits power and speed to drive shaft 8 via splines and gear meshing. Drive shaft counter gear 7 is connected to drive shaft 8 (equivalent to the output shaft of the entire AMT transmission system) through gear meshing, and drive shaft 8 and drive shaft counter gear 7 rotate together at the same speed. At this time, a pulse frequency signal is generated between drive shaft speed sensor 9 and drive shaft counter gear 7, which is transmitted via a signal line to transmission control unit 10. Transmission control unit 10 processes the signal from the sensor through internal hardware and transmits the processed signal to software, which then determines the current speed of drive shaft counter gear 7, i.e., output shaft speed n_output.

[0187] After obtaining the intermediate shaft speed, the internal software of the transmission control unit 10 uses the transmission ratio i between the input shaft 1 and the intermediate shaft 6 to calculate the input shaft speed N_input = i*N_layshaft by multiplying the transmission ratio 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 for the gear to be engaged is annular and has internal and external teeth. The external teeth mesh with and maintain the gear in the intermediate shaft. The secondary shaft 22 has a secondary gear 23, which moves in and out of the gear to be engaged, meshing with the internal teeth of the gear 24 through the external teeth of the secondary gear 23. A shift actuator 25 controls the movement of the secondary gear 23 in and out of the gear 24, meshing the external teeth of the secondary gear 23 with the internal teeth of the gear 24 to produce a gear ratio shift, thus changing gears. The intermediate shaft brake 21 is mounted on the front auxiliary case 26, with the brake pads facing the intermediate shaft. The input end of the rear auxiliary case 27 is connected to the secondary shaft 22, and the output end acts as a drive shaft. The drive shaft is equipped 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, first obtaining the current gear position of the AMT, which is obtained by the AMT controller. Determining whether the current gear position is neutral. If the current gear position is not neutral, then continuing to obtain the current gear position information. If the current gear position is neutral, proceeding to the next step;

[0191] The clutch position is obtained through the clutch position sensor and 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 carried out.

[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 gear ratio R is obtained through the AMT controller, and the input shaft speed Nin = Nl × R is calculated based on the intermediate shaft speed and the front and auxiliary gear ratio;

[0193] Calculate the difference between the current engine speed and the input shaft speed, Nc = Ne - Nin. Compare the speed difference Nc with the preset speed difference Ny. If the speed difference Nc is less than the preset speed difference Ny, the 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 get the current timer time. If the timer time t is less than the preset time t1, continue to get 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, and the front and auxiliary gearbox transmission ratio R is obtained through the AMT controller. The input shaft speed Nin = Nl × R is calculated based on 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 this difference with a preset difference, Ny. If Nc is less than Ny, the intermediate shaft speed sensor is not faulty. If Nc is greater than or equal to Ny, the intermediate shaft speed sensor is faulty.

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

[0198] When an AMT intermediate shaft speed sensor failure occurs, 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 based on the current vehicle speed signal V, the preset tire radius Rl and the final 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 based on 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 of the gear to be engaged and the secondary shaft speed Nz. 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 gear ratio R to obtain Nd = (Ne - dn × t) / (Rt × R). The secondary shaft speed can be calculated using the output shaft speed reference value and the rear auxiliary gear 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. If 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 current gear speed Nd and the secondary shaft speed Nz again, using 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 transmission ratio R to obtain Nd = (Ne - dn × t) / (Rt × R). The secondary shaft speed can be calculated using the output shaft speed reference value and the rear auxiliary transmission ratio to obtain Nz = Nc * R.

[0208] The current speed difference Ns is calculated again (Nz - Nd), and the relationship between the current speed difference and the preset speed difference lower limit and the preset speed difference upper limit is determined. 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 advance the 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 shift completion state position. If the shift actuator command position is less than the 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 shift completion state position, the shift actuator command ends.

[0210] Figure 8 This is a block diagram of an electronic device structure 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, 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;

[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 that can be executed 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 the AMT gear control method;

[0216] a processor, the processor running a program, and executing the steps of the AMT gear control method based on data output by the electronic device when the program is running;

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

[0218] The communication bus mentioned in the electronic device mentioned above may be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus. This communication bus can be divided into an address bus, a data bus, a control bus, etc. For ease of illustration, only one thick line is used in the figure, but this does not mean that there is only one bus or only 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 memory. The operating system can be any one or more computer operating systems that control electronic devices through processes, such as the Linux operating system, the Unix operating system, the Android operating system, the iOS operating system, or the Windows operating system. In the embodiments of the present invention, the electronic device can be a handheld device such as a smartphone or a tablet computer, or an electronic device such as a desktop computer or a portable computer, which is not particularly limited in the embodiments of the present invention.

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

[0221] The electronic device can 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 can be the same or different, and are not limited here.

[0222] In this case, the storage medium of the electronic device is a storage medium in which the corresponding firmware is written. The electronic device can respond to the reset command corresponding to the storage medium in which the corresponding firmware is written, thereby resetting 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 in 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 as various units and modules according to their functions. Of course, when implementing this 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 understand that, unless otherwise defined, all terms used herein (including technical and scientific terms) have the same meaning as commonly understood by those skilled in the art in the art to which the present invention pertains. It should also be understood that terms such as those defined in common dictionaries should be understood to have meanings consistent with those in the context of the prior art and, unless specifically defined, will not be interpreted in an idealized or overly formal sense.

[0225] For simplicity of description, the method embodiments are described as a series of actions. However, those skilled in the art should be aware that the embodiments of the present invention are not limited by the order of the actions described, because certain steps can be performed in other orders or simultaneously according to the embodiments of the present invention. Secondly, those skilled in the art should also be aware that the embodiments described in this specification are all preferred embodiments, and the actions involved are not necessarily required by the embodiments of the present invention.

[0226] Through the description of the above embodiments, it can be seen that those skilled in the art can clearly understand that the present application can be implemented by means of software plus a necessary general-purpose hardware platform. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, can be embodied in the form of a software product. The computer software product can be stored in a storage medium, such as ROM / RAM, a magnetic disk, an optical disk, etc., and includes a number of 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 various embodiments of the present application or certain parts of the embodiments.

[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 above embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the above 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. A method for controlling an AMT gear position, characterized in that: The AMT gear control method is operated in the AMT transmission system; 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 engine output shaft through a clutch; the intermediate shaft of the gear box module is meshed and 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 meshed and connected to 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; The second shaft of the gear box module is connected to the intermediate shaft of the gear box module in a gear position, comprising: the second shaft of the gear box module is provided with a second shaft gear; the second shaft gear is externally meshed and connected to the intermediate shaft of the gear box module; the second shaft gear is internally meshed and connected to the gear to be engaged and changes the meshing connection state to form a gear change state; Also included are the intermediate shaft brake module, intermediate shaft sensor, drive shaft sensor, and gear actuator; The AMT gear control method includes: 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 front auxiliary box input shaft is controlled to free decelerate; According to the input shaft of the front auxiliary gearbox entering the free deceleration 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; Among them, also include: Read bus data and obtain vehicle speed V; Read parameter data to obtain tire radius RI and rear axle reduction ratio Rio; Obtain the calculated value Nj of the rear auxiliary gearbox drive shaft speed based on the vehicle speed V, tire radius RI, and rear axle reduction ratio Rio; Read the bus data and 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 rear auxiliary box drive shaft speed deviation value; 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; The method of selecting the calculated rear auxiliary box drive shaft speed value Nj or the measured drive shaft speed 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: 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 it 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; Among them, also include: Obtain target gear ratio Rm; Calculating a 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.

2. The AMT gear control method according to claim 1, 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 gearbox input shaft, the target gear ratio Rt, the transmission ratio value R of the front auxiliary gearbox, and the recorded delay time t, the gear speed Nd of the gear to be engaged and the second shaft speed Nz are obtained; The speed of the gear to be engaged, Nd, is as follows: Nd = (Ne - dn × t) / (Rt × R); The second axis speed Nz includes, Nz=Nc×R; Obtain the speed difference Ns between the speed of the gear to be engaged and the speed of the second shaft according to the speed Nd of the gear to be engaged and the speed Nz of the second shaft; 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 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, a threshold range is preset to capture the window for allowing the gear shift operation.

3. The AMT gear control method according to claim 2, characterized in that: The window for capturing and allowing the shift operation includes: The preset threshold range of the speed difference between the speed of the gear to be engaged and the speed of the second shaft includes: an upper threshold of the speed difference between the speed of the gear to be engaged and the speed of the second shaft and a lower threshold of the speed difference between the speed of the gear to be engaged and the speed of the second shaft; 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 for allowing shift operation is obtained; The shift actuator performs the shift operation according to the window in which the shift operation is permitted.

4. The AMT gear control method according to claim 3, 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 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 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 speed of the gear to be engaged and the speed of the second shaft, and then again capture the window allowing the gear shifting operation based on the speed difference Ns between the speed of the gear to be engaged and the speed of the second shaft and the preset threshold interval of the speed difference between the speed of the gear to be engaged and the speed of the second shaft.

5. The AMT gear control method according to claim 4, characterized in that: 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; The gear actuator is used to control the movement of the two-shaft gear, including meshing and connecting the gear to be engaged to form a non-neutral gear and disengaging and connecting the gear to be engaged to form a neutral gear.

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