Gear selecting and shifting auxiliary method and system for vehicle

Abstract

The invention provides a gear selecting and shifting auxiliary method and system for a vehicle. When a gear adjusting requirement is detected, an engine is controlled to stop oil injection, opening or closing of a first electromagnetic valve and a second electromagnetic valve is controlled to provide negative torque for the engine, and the first electromagnetic valve is closed and the second electromagnetic valve is opened until the torque of the engine is smaller than preset torque; the AMT gearbox is controlled to be subjected to gear disengagement; if the gear adjusting requirement is the upshift requirement, the engine is controlled to stop oil injection, a first electromagnetic valve and a second electromagnetic valve are controlled to be opened or closed, negative torque is provided for the engine, and when the difference value between the rotating speed of the engine and the first preset rotating speed is smaller than the first preset difference value, the first electromagnetic valve is closed, and the second electromagnetic valve is opened; and if the gear adjusting requirement is the downshift requirement, opening or closing of the first electromagnetic valve and the second electromagnetic valve is controlled to provide positive torque for the engine until the difference value between the rotating speed of the engine and the second preset rotating speed is smaller than the second preset difference value, the first electromagnetic valve is closed, and the second electromagnetic valve is opened.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more specifically, to a method and system for assisting in gear shifting in a vehicle. Background Technology

[0002] In traditional vehicles, power interruption time is reduced by shortening the time taken by the Automated Mechanical Transmission (ATM) during upshifting and downshifting.

[0003] In existing technologies, for traditional vehicles equipped with AMT transmissions, the upshifting or downshifting of the AMT transmission is achieved by controlling the engine to stop injecting fuel to achieve zero torque, or by controlling the engine to inject fuel to provide torque. However, this method of achieving upshifting or downshifting results in longer shifting times, which in turn prolongs the time the vehicle's power is interrupted, affecting the vehicle's performance.

[0004] Therefore, how to provide a vehicle gear shifting assistance method to shorten the vehicle's gear shifting time, thereby reducing the vehicle's power interruption time and improving the vehicle's power performance is a problem that this application urgently needs to solve. Summary of the Invention

[0005] In view of this, this application provides a vehicle gear shifting assistance method and system to shorten the vehicle's gear shifting time, thereby reducing the vehicle's power interruption time and improving the vehicle's power performance.

[0006] The first aspect of this application provides a method for assisting gear shifting in a vehicle, applied to a controller in a vehicle's gear shifting assistance system. The system further includes an AMT transmission, an engine, a pneumatic actuator, and a high-pressure air tank for the entire vehicle. The pneumatic actuator is connected to the high-pressure air tank via a first solenoid valve and a second solenoid valve. The method includes:

[0007] When a gear adjustment requirement is detected in the vehicle, the engine is controlled to stop injecting fuel, and the pneumatic actuator converts the high-pressure gas in the vehicle's high-pressure air tank into the negative torque required by the engine by controlling the opening or closing of the first solenoid valve and the second solenoid valve. When the engine torque is less than the preset torque, the first solenoid valve is closed and the second solenoid valve is opened.

[0008] Send a disengagement command to the AMT transmission, causing the AMT transmission to disengage based on the disengagement command;

[0009] When it is detected that the AMT transmission has completed disengagement and the gear adjustment requirement is an upshift, the engine is controlled to stop injecting fuel. By controlling the opening or closing of the first and second solenoid valves, the pneumatic actuator converts the high-pressure gas in the vehicle's high-pressure air tank into the negative torque required by the engine. When the difference between the engine speed and the first preset speed is less than the first preset difference, the first solenoid valve is closed and the second solenoid valve is opened to complete the vehicle's upshift requirement.

[0010] When it is detected that the AMT transmission has disengaged and the gear adjustment requirement is a downshift, the first solenoid valve and the second solenoid valve are controlled to open or close, so that the pneumatic actuator converts the high-pressure gas in the vehicle's high-pressure air tank into the positive torque required by the engine, until the difference between the engine speed and the second preset speed is less than the second preset difference. At the same time, the first solenoid valve is closed and the second solenoid valve is opened to complete the downshift requirement of the vehicle.

[0011] Optionally, the pneumatic actuator comprises a crankshaft, a cylinder, a connecting rod, and a piston.

[0012] When a gear shifting requirement is detected in the vehicle, the engine is controlled to stop injecting fuel. The pneumatic actuator converts the high-pressure gas in the vehicle's high-pressure air tank into the negative torque required by the engine by controlling the opening or closing of the first and second solenoid valves. This continues until the engine torque is less than a preset torque, at which point the first solenoid valve is closed and the second solenoid valve is opened. This includes:

[0013] When a gear adjustment requirement is detected in the vehicle, a corresponding torque request is sent to the engine, causing the engine to control its own torque to drop to 0 based on the torque request, thereby stopping the engine and injecting fuel.

[0014] The second solenoid valve is controlled to close, and the first solenoid valve is controlled to open or close in real time according to the position of the piston in the cylinder, so that the pneumatic actuator converts the high-pressure gas in the vehicle's high-pressure air tank into the negative torque required by the engine. When the torque of the engine is less than the preset torque, the first solenoid valve is closed and the second solenoid valve is opened to stop providing negative torque to the engine.

[0015] Optionally, when it is detected that the AMT transmission has disengaged and the gear adjustment requirement is an upshift, the engine is controlled to stop injecting fuel, and the pneumatic actuator converts the high-pressure gas in the vehicle's high-pressure air tank into the negative torque required by the engine by controlling the opening or closing of the first and second solenoid valves, until the difference between the engine speed and the first preset speed is less than the first preset difference, the first solenoid valve is closed and the second solenoid valve is opened to complete the vehicle's upshift requirement, including:

[0016] When it is detected that the AMT transmission has disengaged and the gear adjustment request is an upshift request, a corresponding torque request is sent to the engine again, so that the engine controls its own torque to drop to 0 based on the torque request, and the engine stops and injects fuel again.

[0017] The second solenoid valve is controlled to close, and the first solenoid valve is controlled to open or close in real time according to the position of the piston in the cylinder, so that the pneumatic actuator converts the high-pressure gas in the vehicle's high-pressure air tank into the negative torque required by the engine. When the difference between the engine speed and the first preset speed is less than the first preset difference, the first solenoid valve is closed and the second solenoid valve is opened to stop providing negative torque to the engine and complete the upshifting requirement of the vehicle; wherein, the first preset speed is the speed corresponding to the target upshifting gear indicated by the upshifting requirement.

[0018] Optionally, the step of controlling the opening or closing of the first solenoid valve in real time according to the piston's position in the cylinder, so that the pneumatic actuator converts the high-pressure gas in the vehicle's high-pressure air tank into the negative torque required by the engine, includes:

[0019] When the piston is detected to have reached the piston top dead center in the cylinder, the first solenoid valve is opened, allowing the high-pressure gas in the vehicle's high-pressure gas tank to be injected into the cylinder. After the piston reaches the piston top dead center, it begins to move upward in the cylinder to compress the high-pressure gas in the cylinder back into the vehicle's high-pressure gas tank, thereby generating the negative torque required by the engine.

[0020] When the piston is detected to have moved upward to the top dead center of the piston in the cylinder, the first solenoid valve is closed to compress all the gas in the cylinder into the high-pressure air tank of the vehicle; wherein, after the piston reaches the top dead center of the piston, it begins to move downward in the cylinder until it reaches the bottom dead center of the piston.

[0021] Optionally, when it is detected that the AMT transmission has disengaged and the gear adjustment requirement is a downshift, the opening or closing of the first and second solenoid valves is controlled, so that the pneumatic actuator converts the high-pressure gas in the vehicle's high-pressure air tank into the positive torque required by the engine, until the difference between the engine speed and the second preset speed is less than the second preset difference, at which point the first solenoid valve is closed and the second solenoid valve is opened to complete the downshift requirement of the vehicle, including:

[0022] When the AMT transmission is detected to have disengaged and the gear adjustment requirement is a downshift, the first and second solenoid valves are opened or closed in real time according to the piston position in the cylinder. This causes the pneumatic actuator to convert the high-pressure gas in the vehicle's high-pressure air tank into the positive torque required by the engine. The process continues until the difference between the engine speed and a second preset speed is less than the second preset difference. Then, the first solenoid valve is closed and the second solenoid valve is opened to stop providing positive torque to the engine, thus fulfilling the downshift requirement of the vehicle. The second preset speed is the speed corresponding to the target downshift gear indicated by the downshift requirement.

[0023] Optionally, the real-time control of the opening or closing of the first and second solenoid valves based on the piston's position within the cylinder, so that the pneumatic actuator converts the high-pressure gas in the vehicle's high-pressure air tank into the positive torque required by the engine, includes:

[0024] When the piston reaches the downward top dead center in the cylinder, the first solenoid valve is opened and the second solenoid valve is closed, allowing the high-pressure gas in the vehicle's high-pressure gas tank to be injected into the cylinder, providing positive torque to the engine; wherein, after the piston reaches the downward top dead center, it begins to move downward in the cylinder until the piston reaches the upward bottom dead center in the cylinder;

[0025] When the piston is detected to have reached the upper dead center, the first solenoid valve is closed and the second solenoid valve is opened, allowing the gas in the cylinder to be discharged from the second solenoid valve; after the piston reaches the upper dead center, it begins to move upward in the cylinder until it reaches the lower dead center.

[0026] The second aspect of this application provides a vehicle gear shifting assistance system, the system including a controller, an AMT gearbox, an engine, a pneumatic actuator and a vehicle high-pressure air tank, the pneumatic actuator being connected to the vehicle high-pressure air tank via a first solenoid valve and a second solenoid valve;

[0027] When the controller detects that the vehicle has a gear adjustment requirement, it controls the engine to stop injecting fuel and controls the opening or closing of the first solenoid valve and the second solenoid valve to make the pneumatic actuator convert the high-pressure gas in the vehicle's high-pressure air tank into the negative torque required by the engine until the engine torque is less than the preset torque, then the first solenoid valve is closed and the second solenoid valve is opened.

[0028] The controller sends a disengagement command to the AMT transmission, causing the AMT transmission to disengage based on the disengagement command;

[0029] When the controller detects that the AMT transmission has disengaged and the gear adjustment requirement is an upshift, it controls the engine to stop injecting fuel and controls the opening or closing of the first and second solenoid valves to make the pneumatic actuator convert the high-pressure gas in the vehicle's high-pressure air tank into the negative torque required by the engine. When the difference between the engine speed and the first preset speed is less than the first preset difference, the first solenoid valve is closed and the second solenoid valve is opened to complete the upshift requirement of the vehicle.

[0030] When the controller detects that the AMT transmission has disengaged and the gear adjustment requirement is a downshift, it controls the opening or closing of the first and second solenoid valves, so that the pneumatic actuator converts the high-pressure gas in the vehicle's high-pressure air tank into the positive torque required by the engine, until the difference between the engine speed and the second preset speed is less than the second preset difference. At the same time, the first solenoid valve is closed and the second solenoid valve is opened to complete the downshift requirement of the vehicle.

[0031] Optionally, the pneumatic actuator comprises a crankshaft, a cylinder, a connecting rod, and a piston.

[0032] When a gear shifting requirement is detected in the vehicle, the engine is controlled to stop fuel injection. The pneumatic actuator converts the high-pressure gas in the vehicle's high-pressure air tank into the negative torque required by the engine by controlling the opening or closing of the first and second solenoid valves. This continues until the engine torque is less than a preset torque. Then, the controller for closing the first solenoid valve and opening the second solenoid valve is activated. Specifically, this is used for:

[0033] When a gear shifting requirement is detected in the vehicle, a corresponding torque request is sent to the engine, causing the engine to control its torque to drop to 0 based on the torque request, thus stopping the engine and injecting fuel. The second solenoid valve is controlled to close, and the first solenoid valve is controlled to open or close in real time according to the piston's position in the cylinder, so that the pneumatic actuator converts the high-pressure gas in the vehicle's high-pressure air tank into the negative torque required by the engine, until the engine torque is less than a preset torque. Then, the first solenoid valve is closed and the second solenoid valve is opened to stop providing negative torque to the engine. The pneumatic actuator includes at least a piston and a cylinder.

[0034] Optionally, when it is detected that the AMT transmission has disengaged and the gear adjustment requirement is an upshift, the engine is controlled to stop injecting fuel. The first and second solenoid valves are then controlled to open or close, causing the pneumatic actuator to convert the high-pressure gas in the vehicle's high-pressure air tank into the negative torque required by the engine. This continues until the difference between the engine speed and a first preset speed is less than a first preset difference. Then, the first solenoid valve is closed and the second solenoid valve is opened, thus completing the vehicle's upshift requirement. Specifically, this controller is used for:

[0035] When the AMT transmission is detected to have disengaged and the gear adjustment request is for upshifting, a corresponding torque request is sent back to the engine. The engine, based on this request, controls its torque to decrease to 0, and restarts fuel injection. The second solenoid valve is closed, and the first solenoid valve is opened or closed in real-time based on the piston's position in the cylinder. This allows the pneumatic actuator to convert the high-pressure gas in the vehicle's high-pressure gas tank into the negative torque required by the engine. This continues until the difference between the engine speed and a first preset speed is less than this first preset difference. Then, the first solenoid valve is closed and the second solenoid valve is opened, stopping the supply of negative torque to the engine and fulfilling the vehicle's upshifting request. The first preset speed is the speed corresponding to the target upshifting gear indicated by the upshifting request.

[0036] Optionally, the first solenoid valve is controlled to open or close in real time based on the piston's position within the cylinder, enabling the pneumatic actuator to convert the high-pressure gas in the vehicle's high-pressure air tank into the negative torque required by the engine. Specifically, this is used for:

[0037] When the piston is detected to have reached the bottom dead center (BDC) of its movement within the cylinder, the first solenoid valve is opened, allowing high-pressure gas from the vehicle's high-pressure gas reservoir to flow into the cylinder. After reaching the BDC, the piston begins to move upward within the cylinder, compressing the high-pressure gas back into the vehicle's high-pressure gas reservoir to generate the negative torque required by the engine. When the piston is detected to have reached the top dead center (TDC) of its movement within the cylinder, the first solenoid valve is closed, compressing all the gas in the cylinder back into the vehicle's high-pressure gas reservoir. The piston begins to move downward within the cylinder after reaching the TDC, continuing until it reaches the bottom dead center (BDC).

[0038] This application provides a method and system for assisting gear shifting in a vehicle. The system includes a controller, an AMT transmission, an engine, a pneumatic actuator, and a high-pressure air tank. The pneumatic actuator is connected to the high-pressure air tank via a first solenoid valve and a second solenoid valve. When the controller detects a gear shifting requirement, it controls the engine to stop fuel injection while simultaneously controlling the opening and closing of the first and second solenoid valves. This causes the pneumatic actuator to convert the high-pressure gas in the high-pressure air tank into the negative torque required by the engine. The conversion continues until the engine torque is less than a preset torque. Then, the first solenoid valve closes and the second solenoid valve opens. A disengagement command is sent to the AMT transmission, causing it to disengage based on the command. Therefore, this application, when a gear shifting requirement exists, also first controls the engine to enter the torque clearing stage. The difference is that this application, while controlling the engine to stop fuel injection... Furthermore, by controlling the opening or closing of the first and second solenoid valves, additional negative torque is provided to the engine, enabling the engine to quickly complete the torque clearing stage and enter the speed regulation stage. In addition, when the vehicle requires upshifting, the controller stops fuel injection and provides additional negative torque to the engine by controlling the opening or closing of the first and second solenoid valves. This causes the engine torque to drop rapidly to the torque indicated by the upshift requirement before engaging the gear, significantly shortening the upshift time and thus reducing the time of power interruption and improving vehicle performance. Conversely, when the vehicle requires downshifting, the controller directly controls the opening or closing of the first and second solenoid valves to provide additional positive torque to the engine, causing the engine speed to rise rapidly to the speed indicated by the downshift requirement before engaging the gear. This significantly shortens the downshift time, further reducing the time of power interruption and improving vehicle performance. Attached Figure Description

[0039] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0040] Figure 1 A schematic diagram of the structure of a vehicle gear shifting assistance system provided in an embodiment of this application;

[0041] Figure 2 A schematic diagram of the structure of a pneumatic actuator provided in an embodiment of this application;

[0042] Figure 3 A schematic flowchart illustrating a vehicle gear shifting assistance method provided in an embodiment of this application;

[0043] Figure 4 An example diagram illustrating a vehicle gear shifting assistance method provided in an embodiment of this application;

[0044] in, Figure 2 In the diagram, "1" represents the first solenoid valve, "2" represents the second solenoid valve, "3" represents the cylinder, "4" represents the piston, "5" represents the connecting rod, "6" represents the crankshaft, and "7" represents the vehicle's high-pressure air tank. Detailed Implementation

[0045] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0046] In this application, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes the element.

[0047] To better understand the technical terms used in the embodiments of this application, the following explanations are provided:

[0048] AMT (Automated Manual Transmission): An electronically controlled mechanical automatic transmission that uses a transmission control unit (TCU) to control the shift actuators and perform gear selection and shifting actions on behalf of the driver. The shifting process of an AMT transmission generally consists of four stages: engine torque clearing, transmission disengagement, engine speed adjustment, and transmission engagement.

[0049] As can be seen from the above background technology, for traditional vehicles equipped with AMT transmissions, during the upshifting and downshifting process of the AMT transmission, the torque is reduced to zero by controlling the engine to stop injecting fuel, or the torque is provided by controlling the engine to inject fuel.

[0050] Specifically, in existing technology, for traditional vehicles equipped with AMT (Automated Manual Transmission) gearboxes, during upshifting, the engine is first controlled to enter a torque clearing phase. In this phase, fuel injection is stopped, allowing engine torque to decrease to a certain level before disengaging the gear, ending the torque clearing phase and entering the speed adjustment phase. During the speed adjustment phase, fuel injection is stopped again, allowing the engine to freely decelerate until the target upshift speed is reached, thus achieving the desired upshift. Similarly, during downshifting, the engine is first controlled to enter a torque clearing phase. In this phase, fuel injection is stopped, allowing engine torque to decrease to a certain level before disengaging the gear, ending the torque clearing phase and entering the speed adjustment phase. During the speed adjustment phase, fuel injection is controlled to provide positive torque, allowing the engine speed to quickly reach the target downshift speed, thus achieving the desired downshift.

[0051] Therefore, in the existing technology, when the engine is in the torque clearing stage, the torque can only be cleared by stopping the engine injection; when the engine is in the upshifting speed adjustment stage, the speed can only be reduced freely by stopping the engine injection; when the engine is in the downshifting speed adjustment stage, positive torque can only be provided by the engine injection to make the engine speed rise to the target speed of the downshift as quickly as possible. This upshifting and downshifting method is simple, and the vehicle's shifting time is long, which leads to the time of power interruption and affects the vehicle's power performance.

[0052] Therefore, this application provides a vehicle gear shifting assistance method and system. The vehicle gear shifting assistance system includes a controller, an AMT transmission, an engine, a pneumatic actuator, and a vehicle high-pressure air tank. The pneumatic actuator is connected to the vehicle high-pressure air tank via a first solenoid valve and a second solenoid valve. When the controller detects a gear shifting requirement, it controls the engine to stop fuel injection and simultaneously controls the opening or closing of the first and second solenoid valves to convert the high-pressure gas in the vehicle high-pressure air tank into the negative torque required by the engine. This continues until the engine torque is less than a preset torque, at which point the first solenoid valve closes and the second solenoid valve opens. A disengagement command is sent to the AMT transmission, causing the AMT transmission to disengage based on the disengagement command. Thus, this application, when a vehicle has a gear shifting requirement, also first controls the engine to enter the torque clearing stage. The difference is that this application controls the engine to stop fuel injection first... Simultaneously, by controlling the opening or closing of the first and second solenoid valves, additional negative torque is provided to the engine, enabling the engine to quickly complete the torque clearing stage and enter the speed regulation stage. Furthermore, when the vehicle requires upshifting, the controller stops fuel injection and provides additional negative torque to the engine by controlling the opening or closing of the first and second solenoid valves. This causes the engine torque to drop rapidly to the torque indicated by the upshift requirement before engaging the gear, significantly shortening the upshift time and thus reducing the time of power interruption and improving the vehicle's performance. When the vehicle requires downshifting, the controller directly controls the opening or closing of the first and second solenoid valves to provide additional positive torque to the engine, causing the engine speed to rise rapidly to the speed indicated by the downshift requirement before engaging the gear. This significantly shortens the downshift time, thereby reducing the time of power interruption and improving the vehicle's performance.

[0053] See Figure 1 This document illustrates a structural schematic diagram of a vehicle gear shifting assistance system according to an embodiment of this application. The vehicle gear shifting assistance system includes a controller, an AMT transmission, a pneumatic actuator, an engine, and a vehicle high-pressure air tank. The controller is communicatively connected to both the AMT transmission and the engine. The engine is connected to the AMT transmission via a clutch. The pneumatic actuator is connected to both the engine and the AMT transmission, and is connected to the vehicle high-pressure air tank via a first solenoid valve and a second solenoid valve.

[0054] When the controller detects that the vehicle needs to adjust its gear, it controls the engine to stop injecting fuel and controls the opening or closing of the first and second solenoid valves to make the pneumatic actuator convert the high-pressure gas in the vehicle's high-pressure air tank into the negative torque required by the engine. When the engine torque is less than the preset torque, the first solenoid valve is closed and the second solenoid valve is opened.

[0055] The controller sends a disengagement command to the AMT transmission, causing the AMT transmission to disengage based on the disengagement command;

[0056] When the controller detects that the AMT transmission has disengaged and the gear adjustment requirement is an upshift, it controls the engine to stop injecting fuel and controls the opening or closing of the first and second solenoid valves to make the pneumatic actuator convert the high-pressure gas in the vehicle's high-pressure air tank into the negative torque required by the engine. When the difference between the engine speed and the first preset speed is less than the first preset difference, the first solenoid valve is closed and the second solenoid valve is opened to complete the vehicle's upshift requirement.

[0057] When the controller detects that the AMT transmission has disengaged and the gear adjustment requirement is downshifting, it controls the opening or closing of the first and second solenoid valves, so that the pneumatic actuator converts the high-pressure gas in the vehicle's high-pressure air tank into the positive torque required by the engine. When the difference between the engine speed and the second preset speed is less than the second preset difference, the first solenoid valve is closed and the second solenoid valve is opened to complete the downshifting requirement of the vehicle.

[0058] In this embodiment, the pneumatic actuator consists of a crankshaft, a cylinder, a connecting rod, and a piston, as shown below. Figure 2 As shown; the pneumatic actuator is coupled to the engine gear ring via a gear on the crankshaft. The cylinder of the pneumatic actuator is provided with air port 1 and air port 2. A first solenoid valve is provided on air port 1 and a second solenoid valve is provided on air port 2. The controller is connected to the first solenoid valve and the second solenoid valve respectively via a low-voltage wiring harness, and is used to control the opening or closing of the first solenoid valve and the second solenoid valve.

[0059] Optionally, when a gear shifting requirement is detected, the engine is controlled to stop fuel injection, and the pneumatic actuator converts the high-pressure gas in the vehicle's high-pressure air tank into the negative torque required by the engine by controlling the opening or closing of the first and second solenoid valves. This continues until the engine torque is less than a preset torque. Then, the controller for closing the first solenoid valve and opening the second solenoid valve is used for:

[0060] When a gear shifting requirement is detected, a corresponding torque request is sent to the engine, causing the engine to control its torque to drop to 0 based on the torque request, thus stopping the engine and injecting fuel. The second solenoid valve is closed, and the first solenoid valve is opened or closed in real time according to the piston's position in the cylinder. This allows the pneumatic actuator to convert the high-pressure gas in the vehicle's high-pressure gas tank into the negative torque required by the engine. When the engine torque is less than the preset torque, the first solenoid valve is closed and the second solenoid valve is opened, stopping the supply of negative torque to the engine. The pneumatic actuator includes at least a piston and a cylinder.

[0061] Optionally, when the AMT transmission is detected to have disengaged and the gear adjustment requirement is an upshift, the engine is controlled to stop fuel injection. The first and second solenoid valves are controlled to open or close, causing the pneumatic actuator to convert the high-pressure gas in the vehicle's high-pressure air tank into the negative torque required by the engine. This continues until the difference between the engine speed and a first preset speed is less than a first preset difference. Then, the first solenoid valve is closed and the second solenoid valve is opened, thus fulfilling the vehicle's upshift requirement. Specifically, this controller is used for:

[0062] When the AMT transmission is detected to have disengaged and the gear adjustment request is for upshifting, a corresponding torque request is sent back to the engine. The engine, based on this request, controls its torque to decrease to zero, and restarts fuel injection. The second solenoid valve is closed, and the first solenoid valve is opened or closed in real-time based on the piston's position in the cylinder. This allows the pneumatic actuator to convert the high-pressure gas in the vehicle's high-pressure gas tank into the negative torque required by the engine. This continues until the difference between the engine speed and a first preset speed is less than this value. At this point, the first solenoid valve closes and the second solenoid valve opens, ceasing the supply of negative torque to the engine and completing the vehicle's upshift request. The first preset speed is the speed corresponding to the target upshift gear indicated by the upshift request.

[0063] Optionally, a controller that controls the opening or closing of the first solenoid valve in real time based on the piston's position within the cylinder, enabling the pneumatic actuator to convert the high-pressure gas in the vehicle's high-pressure air tank into the negative torque required by the engine, is specifically used for:

[0064] When the piston reaches the top dead center of the cylinder, the first solenoid valve is opened, allowing the high-pressure gas in the vehicle's high-pressure air tank to enter the cylinder. After the piston reaches the top dead center, it begins to move upward in the cylinder to compress the high-pressure gas in the cylinder back into the vehicle's high-pressure air tank, thus generating the negative torque required by the engine.

[0065] When the piston is detected to have moved upward to the top dead center of the piston in the cylinder, the first solenoid valve is closed to compress all the gas in the cylinder into the vehicle's high-pressure air tank; the piston begins to move downward in the cylinder after reaching the top dead center of the piston, until it reaches the bottom dead center of the piston.

[0066] Optionally, when the AMT transmission is detected to have disengaged and the gear adjustment requirement is a downshift, the controller opens or closes the first and second solenoid valves, causing the pneumatic actuator to convert the high-pressure gas in the vehicle's high-pressure air tank into the positive torque required by the engine. This continues until the difference between the engine speed and a second preset speed is less than a second preset difference. Simultaneously, the first solenoid valve closes and the second solenoid valve opens, thus fulfilling the vehicle's downshift requirement. Specifically, this controller is used for:

[0067] When the AMT transmission is detected to have disengaged and the gear adjustment requirement is a downshift, the first and second solenoid valves are controlled in real time according to the piston's position in the cylinder. This causes the pneumatic actuator to convert the high-pressure gas in the vehicle's high-pressure air tank into the positive torque s required by the engine. The process continues until the difference between the engine speed and the second preset speed is less than the second preset difference. At this point, the first solenoid valve is closed and the second solenoid valve is opened, stopping the supply of positive torque to the engine and completing the downshift requirement. The second preset speed is the speed corresponding to the target downshift gear indicated by the downshift requirement. The pneumatic actuator includes at least a piston and a cylinder.

[0068] Optionally, a controller that controls the opening or closing of the first and second solenoid valves in real time based on the piston's position within the cylinder, enabling the pneumatic actuator to convert high-pressure gas from the vehicle's high-pressure air tank into the positive torque required by the engine, is specifically used for:

[0069] When the piston reaches the top dead center of the downward movement in the cylinder, the first solenoid valve is opened and the second solenoid valve is closed, allowing high-pressure gas from the vehicle's high-pressure gas tank to enter the cylinder and provide positive torque to the engine; the piston begins to move downward in the cylinder after reaching the top dead center of the downward movement until it reaches the bottom dead center of the upward movement in the cylinder.

[0070] When the piston reaches the top dead center, the first solenoid valve is closed and the second solenoid valve is opened, allowing the gas in the cylinder to be discharged through the second solenoid valve. After the piston reaches the top dead center, it begins to move upward in the cylinder until it reaches the bottom dead center.

[0071] based on Figure 1 The illustrated vehicle's gear shifting assist system corresponds to a vehicle gear shifting assist method provided in this application embodiment, such as... Figure 3 As shown, the controller is applied to a vehicle's gear shifting assist system. The gear shifting assist method for this vehicle specifically includes the following steps:

[0072] S301: During vehicle operation, detect in real time whether the vehicle needs to adjust gears; if the vehicle needs to adjust gears, execute step S302.

[0073] During the execution of step S301, the controller can detect in real time whether the vehicle currently has a gear adjustment requirement, which can be an upshift or downshift requirement. If it is determined that the vehicle currently has a gear adjustment requirement, step S302 can be executed. If it is determined that the vehicle currently does not have a gear adjustment requirement, step S301 can continue to be executed until a gear adjustment requirement is detected, at which point step S302 is executed.

[0074] Specifically, the controller can detect the accelerator pedal, brake pedal, and vehicle speed in real time. If the accelerator pedal is pressed and the vehicle speed continues to increase, it is determined that the vehicle needs to upshift. If the brake pedal is pressed and the vehicle speed continues to decrease, it is determined that the vehicle needs to downshift. If neither the accelerator nor the brake pedal is pressed, it is determined that the vehicle does not need to adjust gears.

[0075] S302: Controls the engine to stop injecting fuel, and by controlling the opening or closing of the first solenoid valve and the second solenoid valve, the pneumatic actuator converts the high-pressure gas in the vehicle's high-pressure air tank into the negative torque required by the engine, until the engine torque is less than the preset torque, then closes the first solenoid valve and opens the second solenoid valve.

[0076] During the specific execution of step S302, when it is determined that the vehicle currently has a gear adjustment requirement, the controller controls the engine to enter the torque clearing stage. During the torque clearing stage, the engine is controlled to stop injecting fuel. At the same time, the current torque of the engine is used as the control condition to control the opening or closing of the first solenoid valve and the second solenoid valve. This causes the pneumatic actuator to convert the high-pressure gas in the vehicle's high-pressure air tank into the negative torque required by the engine to adjust the engine torque. When the engine torque is detected to be less than the preset torque, the first solenoid valve and the second solenoid valve are closed to stop providing negative torque to the engine. At this time, the engine ends the torque clearing stage.

[0077] It should be noted that the first solenoid valve is initially closed, and the second solenoid valve is initially open. The pneumatic actuator drives the piston and connecting rod through the crankshaft to draw gas from the atmosphere into / out of the cylinder. In other words, when the first and second solenoid valves are in their initial states, neither positive nor negative torque is generated.

[0078] Optionally, when it is determined that the vehicle currently has a gear adjustment requirement, the controller sends a corresponding torque request to the engine, causing the engine to control its own torque to decrease to 0 based on the torque request, thereby stopping the engine and injecting fuel. Here, the torque request indicates that the required torque is 0. The controller controls the second solenoid valve to close and controls the opening or closing of the first solenoid valve in real time according to the position of the piston in the cylinder, so that the pneumatic actuator converts the high-pressure gas in the vehicle's high-pressure air tank into the negative torque required by the engine, until the engine torque is less than the preset torque, at which point the first solenoid valve closes and the second solenoid valve opens, stopping the provision of negative torque to the engine; the pneumatic actuator includes at least a piston and a cylinder.

[0079] In one implementation of this application, the controller can open the first solenoid valve when it detects that the piston has reached the piston's top dead center in the cylinder, allowing high-pressure gas from the vehicle's high-pressure gas tank to flow into the cylinder. After the piston reaches the piston's top dead center, it begins to move upward in the cylinder to compress the high-pressure gas in the cylinder back into the vehicle's high-pressure gas tank, generating the negative torque required by the engine. When it detects that the piston has moved upward to the piston's bottom dead center in the cylinder, the first solenoid valve is closed to compress all the gas in the cylinder into the vehicle's high-pressure gas tank. The piston begins to move downward in the cylinder after reaching the piston's bottom dead center until it reaches the piston's top dead center.

[0080] It should be noted that the top dead center (TDC) of the piston's downward movement coincides with both the end of its upward movement and the beginning of its downward movement. Similarly, the bottom dead center (BDC) of the piston's upward movement coincides with both the end of its downward movement and the beginning of its upward movement. When the piston is at top dead center (downward movement), the first solenoid valve is closed, meaning there is virtually no air between the piston and cylinder. As the piston begins its downward movement, a vacuum process is created, generating negative torque in the engine. When the piston is at bottom dead center (upward movement), the first solenoid valve is opened, allowing high-pressure gas from the vehicle's high-pressure gas reservoir into the cylinder. As the piston begins its upward movement, it compresses the high-pressure air in the cylinder, forcing it back into the high-pressure gas reservoir, thus generating negative torque in the engine. When the piston reaches top dead center (downward movement), almost all the gas has entered the high-pressure gas reservoir. At this point, the second solenoid valve is closed, and there is virtually no air left in the cylinder. Therefore, by cyclically controlling the opening and closing of the first and second solenoid valves according to the position of the piston in the cylinder, negative torque can be provided to the engine during the torque clearing phase to adjust the engine torque until the engine torque is less than the preset torque. At the same time, the first and second solenoid valves are closed to stop providing negative torque to the engine and end the torque clearing phase.

[0081] It should be noted that the controller can send corresponding PWM duty cycle signals to the first and second solenoid valves via the low-voltage wiring harness to control the opening degree of the first and second solenoid valves, thereby controlling the amount of high-pressure gas entering the pneumatic actuator. Specifically, the first or second solenoid valve receives the PWM duty cycle signal from the controller to accurately control the amount of gas entering / exiting the cylinder of the pneumatic actuator; the vehicle's air tank stores high-pressure gas, providing a high-pressure gas source for the pneumatic actuator. The gas can be either high-pressure gas or air.

[0082] In practical applications, when a vehicle is determined to have a gear shifting requirement, regardless of whether the requirement is for upshifting or downshifting, the controller will first control the engine to enter a torque clearing phase. During this phase, a torque request to zero is sent to the engine's ECU. Upon receiving this request, the ECU controls the engine to stop and inject fuel, thus reducing the engine torque from its current level to zero. During this reduction, the second solenoid valve can be kept closed using the current engine torque as a control condition, and the piston position in the cylinder can be monitored in real time. When the piston reaches its top dead center (BDC) within the cylinder, a corresponding PWM duty cycle can be generated based on the torque difference. The system sends a PWM duty cycle signal to the first solenoid valve, causing the first solenoid valve to control its opening degree according to the PWM duty cycle indicated in the received PWM duty cycle signal, so as to inject high-pressure gas from the vehicle's high-pressure air tank into the cylinder. When the piston reaches the top dead center of the piston in the cylinder, a PWM duty cycle signal with a PWM duty cycle of 0 is sent to the first solenoid valve to close it. While the second solenoid valve remains closed, the opening and closing of the first solenoid valve is cyclically controlled in the above manner to provide negative torque to the engine until the engine torque is less than the preset torque. At this point, the first solenoid valve is closed and the second solenoid valve is opened to stop providing negative torque to the engine, thus ending the torque clearing phase of the engine.

[0083] In some embodiments, the torque difference is the difference between the torque before the engine enters the torque clearing phase and the torque corresponding to the target gear indicated by the gear adjustment requirement; wherein, the target gear can be a target upshift gear or a target downshift gear.

[0084] It should be noted that the larger the torque difference, the larger the PWM duty cycle indicated in the generated PWM duty cycle information, and correspondingly, the larger the opening degree of the solenoid valve. The correspondence between the torque difference and the PWM duty cycle, and between the PWM duty cycle and the solenoid valve opening, can be set according to actual applications. This allows for the determination of the PWM duty cycle corresponding to the calculated torque difference after calculation, and then, based on the correspondence between the PWM duty cycle and the solenoid valve opening, the opening degree of the first solenoid valve can be controlled according to the determined PWM duty cycle. The correspondence between the torque difference and the PWM duty cycle, and between the PWM duty cycle and the solenoid valve opening, can be set according to actual applications, and this embodiment does not limit the specific settings.

[0085] It should be noted that the preset torque can be set according to the actual application, and is not limited in this embodiment.

[0086] S303: Sends a disengagement command to the AMT transmission, causing the AMT transmission to disengage based on the disengagement command.

[0087] During the specific execution of step S303, after the engine finishes the torque clearing stage, the controller can send a disengagement command to the TCU of the AMT transmission. After receiving the disengagement command, the TCU controls the AMT transmission to perform the corresponding disengagement operation.

[0088] S304: When the AMT transmission is detected to have disengaged, determine whether the gear adjustment request is an upshift or a downshift; if it is an upshift, proceed to step S305; if it is a downshift, proceed to step S306.

[0089] During the execution of step S304, after the controller detects that the AMT transmission has completed the corresponding disengagement operation, it can further determine whether the gear adjustment requirement is an upshift or a downshift. If it is an upshift, step S305 can be executed to enter the corresponding upshift speed adjustment stage, and the corresponding upshift requirement can be completed in the upshift speed adjustment stage. If it is a downshift, step S306 can be executed to enter the corresponding downshift speed adjustment stage, and the corresponding downshift requirement can be completed in the downshift speed adjustment stage.

[0090] S305: Controls the engine to stop injecting fuel, and by controlling the opening or closing of the first solenoid valve and the second solenoid valve, the pneumatic actuator converts the high-pressure gas in the vehicle's high-pressure air tank into the negative torque required by the engine. When the difference between the engine speed and the first preset speed is less than the first preset difference, the first solenoid valve is closed and the second solenoid valve is opened to complete the vehicle's upshifting requirement.

[0091] During the execution of step S305, when it is determined that the AMT transmission has completed disengagement and the gear adjustment demand is for upshifting, the controller controls the engine to enter the upshifting speed adjustment stage. While the engine is in this stage, the engine is shut down and fuel injection is restarted. Simultaneously, using the difference between the current engine speed and a first preset speed as a control condition, the controller controls the opening or closing of the first and second solenoid valves. This causes the pneumatic actuator to convert the high-pressure gas in the vehicle's high-pressure air tank into the negative torque required by the engine, accelerating the decrease in engine speed. This continues until the difference between the engine speed and the first preset speed is detected to be less than the first preset difference. At this point, the first solenoid valve closes and the second solenoid valve opens, stopping the supply of negative torque to the engine. The engine then ends the upshifting speed adjustment stage. Here, the first preset speed is the speed corresponding to the target upshift gear indicated by the upshifting demand.

[0092] It should be noted that the first preset difference can be set according to the actual application, but this embodiment of the application does not limit it.

[0093] Optionally, if the gear adjustment requirement is determined to be an upshift requirement, the controller resends a corresponding torque request to the engine, causing the engine to control its torque to decrease to 0 based on the torque request, and restarts the engine to inject fuel. Here, the torque request indicates that the required torque is 0. The controller controls the second solenoid valve to close and controls the opening or closing of the first solenoid valve in real time according to the piston position in the cylinder, so that the pneumatic actuator converts the high-pressure gas in the vehicle's high-pressure air tank into the negative torque required by the engine. This continues until the difference between the engine speed and the first preset speed is less than the first preset difference. Then, the controller closes the first solenoid valve and opens the second solenoid valve, stops providing negative torque to the engine, and completes the vehicle's upshift requirement.

[0094] In one implementation of this application, the controller can open the first solenoid valve when it detects that the piston has reached the piston's top dead center in the cylinder, allowing high-pressure gas from the vehicle's high-pressure gas tank to flow into the cylinder. After the piston reaches the piston's top dead center, it begins to move upward in the cylinder to compress the high-pressure gas in the cylinder back into the vehicle's high-pressure gas tank, generating the negative torque required by the engine. When it detects that the piston has moved upward to the piston's bottom dead center in the cylinder, the first solenoid valve is closed to compress all the gas in the cylinder into the vehicle's high-pressure gas tank. The piston begins to move downward in the cylinder after reaching the piston's bottom dead center until it reaches the piston's top dead center.

[0095] It should be noted that when the piston reaches its top dead center (TDC) and closes the first solenoid valve, there is virtually no air between the piston and the cylinder. As the piston begins to descend, a vacuum process is created, generating negative torque for the engine. When the piston reaches its bottom dead center (BDC), the first solenoid valve opens, allowing high-pressure gas from the vehicle's high-pressure gas reservoir into the cylinder. As the piston rises, it compresses the high-pressure air in the cylinder, forcing it back into the high-pressure gas reservoir, thus generating negative torque for the engine. When the piston reaches its bottom dead center (TDC), almost all the gas has entered the high-pressure gas reservoir. At this point, the second solenoid valve closes, and there is virtually no air left in the cylinder. Therefore, by cyclically controlling the opening and closing of the first and second solenoid valves based on the piston's position in the cylinder, additional negative torque can be provided to the engine during the upshifting speed adjustment phase, accelerating the decrease in engine speed. This continues until the difference between the engine speed and a first preset speed is detected to be less than a first preset difference. At this point, the first solenoid valve closes and the second solenoid valve opens, ceasing the provision of negative torque to the engine, and the upshifting speed adjustment phase ends.

[0096] In practical applications, when the AMT transmission has disengaged and the gear adjustment requirement is an upshift, the controller will control the engine to enter the upshift speed adjustment phase. During this phase, a torque request with a torque of 0 is sent again to the engine's ECU. Upon receiving this request, the ECU controls the engine to stop fuel injection, thus reducing the engine torque from its current level to 0. During this reduction, the difference between the current engine speed and a first preset speed can be used as a control condition to keep the second solenoid valve closed and continuously monitor the piston position in the cylinder. When the piston reaches its top dead center (BDC) in the cylinder, a corresponding PWM duty cycle signal is generated based on the first speed difference and sent to the first solenoid valve. The PWM duty cycle signal is sent to the first solenoid valve, which controls its opening degree according to the PWM duty cycle indicated in the received PWM duty cycle signal, so as to inject high-pressure gas from the vehicle's high-pressure air tank into the cylinder. When the piston reaches the top dead center of the piston in the cylinder, a PWM duty cycle signal with a PWM duty cycle of 0 is sent to the first solenoid valve to close it. With the second solenoid valve closed, the opening and closing of the first solenoid valve is cyclically controlled in the above manner to provide negative torque to the engine and accelerate the rate at which the engine speed decreases, until the difference between the engine speed and the first preset speed is detected to be less than the first preset difference. At this time, the first and second solenoid valves are closed simultaneously, the negative torque provided to the engine is stopped, and the engine ends the upshift speed regulation phase.

[0097] In some embodiments, the first speed difference is the difference between the engine speed when the AMT transmission disengages and the speed corresponding to the target upshift gear.

[0098] It should be noted that the larger the speed difference, the larger the PWM duty cycle indicated in the generated PWM duty cycle information, and correspondingly, the larger the opening degree of the solenoid valve. The correspondence between the speed difference and the PWM duty cycle, and between the PWM duty cycle and the solenoid valve opening, can be set according to actual applications. This allows, after calculating the first speed difference, the PWM duty cycle corresponding to the calculated first speed difference to be determined based on this correspondence. Furthermore, based on the correspondence between the PWM duty cycle and the solenoid valve opening, the opening degree of the first solenoid valve can be controlled according to the determined PWM duty cycle. The correspondence between the speed difference and the PWM duty cycle, and between the PWM duty cycle and the solenoid valve opening, can be set according to actual applications, and this embodiment does not limit the specific settings.

[0099] S306: Controls the opening or closing of the first and second solenoid valves, so that the pneumatic actuator converts the high-pressure gas in the vehicle's high-pressure air tank into the positive torque required by the engine, until the difference between the engine speed and the second preset speed is less than the second preset difference, at which point the first solenoid valve is closed and the second solenoid valve is opened to complete the downshifting requirement of the vehicle.

[0100] During the execution of step S306, when it is determined that the AMT transmission has completed disengagement and the gear adjustment requirement is a downshift, the controller controls the engine to enter the downshift speed adjustment phase. While the engine is in the downshift speed adjustment phase, the difference between the current engine speed and a second preset speed is used as a control condition to control the opening or closing of the first and second solenoid valves. This causes the pneumatic actuator to convert the high-pressure gas in the vehicle's high-pressure air tank into the positive torque required by the engine, accelerating the engine speed increase. This continues until the difference between the engine speed and the second preset speed is detected to be less than the second preset difference. At this point, the first solenoid valve closes and the second solenoid valve opens, stopping the supply of positive torque to the engine, and the engine ends the downshift speed adjustment phase. The second preset speed is the speed corresponding to the target downshift gear indicated by the downshift requirement.

[0101] It should be noted that a second preset difference can be set according to the actual application, but this embodiment of the application does not limit it.

[0102] Optionally, the opening or closing of the first and second solenoid valves can be controlled in real time according to the position of the piston in the cylinder, so that the pneumatic actuator converts the high-pressure gas in the vehicle's high-pressure air tank into the positive torque required by the engine. When the difference between the engine speed and the second preset speed is less than the second preset difference, the first solenoid valve is closed and the second solenoid valve is opened to stop providing positive torque to the engine and complete the downshifting requirement of the vehicle.

[0103] As one implementation of this application, the controller can open the first solenoid valve and close the second solenoid valve when the piston reaches the downward top dead center in the cylinder, so that the high-pressure gas in the vehicle's high-pressure air tank is injected into the cylinder to provide positive torque to the engine; wherein, after the piston reaches the downward top dead center, it begins to move downward in the cylinder until the piston reaches the upward bottom dead center in the cylinder; when the piston reaches the upward bottom dead center, the first solenoid valve is closed and the second solenoid valve is opened, so that the gas in the cylinder is discharged from the second solenoid valve; after the piston reaches the upward bottom dead center, it begins to move upward in the cylinder until it reaches the downward top dead center.

[0104] It should be noted that when the piston reaches top dead center, the first solenoid valve opens and the second solenoid valve closes. High-pressure gas from the vehicle's high-pressure air tank is then pumped into the cylinder as the piston moves downwards, generating positive torque for the engine. When the piston reaches bottom dead center, the first solenoid valve closes and the second solenoid valve opens, allowing the high-pressure gas or air in the cylinder to slowly exit as the piston begins to move downwards. Therefore, by cyclically controlling the opening and closing of the first and second solenoid valves based on the piston's position in the cylinder, additional positive torque can be provided to the engine during downshifting, accelerating the engine speed increase. This continues until the difference between the engine speed and a second preset speed is detected to be less than the second preset difference. At this point, the first solenoid valve closes and the second solenoid valve opens, ceasing the provision of positive torque to the engine. The engine then ends the downshifting phase, completing the required downshift.

[0105] In practical applications, when the AMT transmission has disengaged and the gear adjustment requirement is downshifting, the controller will control the engine to enter the downshifting speed adjustment phase. During this phase, the difference between the current engine speed and a second preset speed can be used as a control condition, and the piston position in the cylinder is monitored in real time. When the piston reaches the top dead center of the cylinder, the second solenoid valve can be closed, and a corresponding PWM duty cycle signal is generated based on the second speed difference. This PWM duty cycle signal is sent to the first solenoid valve, causing it to control its opening degree according to the PWM duty cycle indicated in the received signal, thus injecting high-pressure gas from the vehicle's high-pressure gas tank into the cylinder. When the piston reaches the bottom dead center of the cylinder, a PW signal is sent to the first solenoid valve. A PWM duty cycle signal with a duty cycle of 0 is used to close the first solenoid valve. Simultaneously, a corresponding PWM duty cycle signal is generated based on the second speed difference and sent to the second solenoid valve. The second solenoid valve controls its opening degree according to the PWM duty cycle indicated in the received PWM duty cycle signal, allowing the high-pressure gas or air in the cylinder to be slowly discharged from the cylinder as the piston begins to descend. By cyclically controlling the opening and closing of the first and second solenoid valves in the above manner, positive torque is provided to the engine, accelerating the engine speed increase. When the difference between the engine speed and the second preset speed is detected to be less than the second preset difference, the first solenoid valve is closed and the second solenoid valve is opened, stopping the positive torque provided to the engine. At this point, the engine ends the downshift speed adjustment phase, thus completing the corresponding downshift requirement.

[0106] In some embodiments, the second speed difference is the difference between the engine speed when the AMT transmission disengages and the speed corresponding to the target downshift gear.

[0107] It should be noted that the larger the speed difference, the larger the PWM duty cycle indicated in the generated PWM duty cycle information, and correspondingly, the larger the opening degree of the solenoid valve. The correspondence between the speed difference and the PWM duty cycle, and between the PWM duty cycle and the solenoid valve opening degree can be set according to the actual application. After calculating the second speed difference, the PWM duty cycle corresponding to the calculated second speed difference can be determined according to the correspondence between the speed difference and the PWM duty cycle. Then, based on the correspondence between the PWM duty cycle and the solenoid valve opening degree, the opening degree of the first or second solenoid valve can be controlled according to the determined PWM duty cycle.

[0108] This application provides a method for assisting gear shifting in a vehicle. The vehicle's gear shifting assistance system includes a controller, an AMT transmission, an engine, a pneumatic actuator, and a high-pressure air tank. The pneumatic actuator is connected to the high-pressure air tank via a first solenoid valve and a second solenoid valve. When the controller detects a gear shifting requirement, it controls the engine to stop fuel injection while simultaneously controlling the opening or closing of the first and second solenoid valves. This causes the pneumatic actuator to convert the high-pressure gas in the high-pressure air tank into the negative torque required by the engine. The process continues until the engine torque is less than a preset torque, at which point the first solenoid valve closes and the second solenoid valve opens. A disengagement command is sent to the AMT transmission, causing it to disengage based on the command. Therefore, this application, when a gear shifting requirement exists, also first controls the engine to enter the torque clearing stage. The difference is that this application controls the engine to stop fuel injection while simultaneously... Furthermore, by controlling the opening or closing of the first and second solenoid valves, additional negative torque is provided to the engine, enabling the engine to quickly complete the torque clearing stage and enter the speed regulation stage. Moreover, when the vehicle requires upshifting, the controller stops fuel injection and provides additional negative torque to the engine by controlling the opening or closing of the first and second solenoid valves. This causes the engine torque to drop rapidly to the torque indicated by the upshift requirement before engaging the gear, significantly shortening the upshift time and thus reducing the vehicle's power interruption time, improving vehicle performance. When the vehicle requires downshifting, the controller directly controls the opening or closing of the first and second solenoid valves to provide additional positive torque to the engine, causing the engine speed to rise rapidly to the speed indicated by the downshift requirement before engaging the gear, significantly shortening the downshift time and thus reducing the vehicle's power interruption time, improving vehicle performance.

[0109] To better understand the vehicle gear shifting assistance method provided in the embodiments of this application, the following explanation is given by way of example, such as... Figure 4 As shown.

[0110] A1: During vehicle operation, the controller detects in real time whether the vehicle needs to upshift or downshift; if there is a need to upshift, proceed to step A2; if there is a need to downshift, proceed to step A9.

[0111] A2: The controller controls the engine to stop injecting fuel and keeps the second solenoid valve closed. It also controls the opening or closing of the first solenoid valve according to the position of the piston in the cylinder, so that the pneumatic actuator converts the high-pressure gas in the vehicle's high-pressure air tank into the negative torque required by the engine.

[0112] A3: The controller detects in real time whether the engine torque is less than the preset torque; if it is not less than the preset torque, it returns to execute A2; if it is less than the preset torque, it executes A4.

[0113] A4: The controller closes the first solenoid valve and opens the second solenoid valve, causing the engine to end the torque clearing phase.

[0114] A5: The controller sends a disengagement command to the AMT transmission, causing the AMT transmission to disengage based on the disengagement command, and after the AMT transmission completes the disengagement, it enters the upshift speed adjustment stage.

[0115] A6: The controller controls the engine to stop injecting fuel and keeps the second solenoid valve closed. It also controls the opening or closing of the first solenoid valve according to the position of the piston in the cylinder, so that the pneumatic actuator can convert the high-pressure gas in the vehicle's high-pressure air tank into the negative torque required by the engine.

[0116] A7: The controller detects in real time whether the difference between the engine speed and the first preset speed is less than the first preset difference; if it is not less than, return to execute A6; if it is less than, execute A8.

[0117] A8: The controller closes the first solenoid valve and opens the second solenoid valve, causing the engine to end the upshift speed adjustment phase and complete the corresponding upshift requirement.

[0118] A9: The controller controls the engine to stop injecting fuel and keeps the second solenoid valve closed. It also controls the opening or closing of the first solenoid valve according to the position of the piston in the cylinder, so that the pneumatic actuator converts the high-pressure gas in the vehicle's high-pressure air tank into the negative torque required by the engine.

[0119] A10: The controller detects in real time whether the engine torque is less than the preset torque; if it is not less than the preset torque, it returns to execute A9; if it is less than the preset torque, it executes A11.

[0120] A11: The controller closes the first solenoid valve and opens the second solenoid valve, causing the engine to end the torque clearing phase.

[0121] A12: The controller sends a disengagement command to the AMT transmission, causing the AMT transmission to disengage based on the disengagement command, and after the AMT transmission completes the disengagement, it enters the downshift speed adjustment stage.

[0122] A13: The controller controls the opening or closing of the first and second solenoid valves according to the position of the piston in the cylinder, so that the pneumatic actuator converts the high-pressure gas in the vehicle's high-pressure air tank into the positive torque required by the engine.

[0123] A14: The controller detects in real time whether the difference between the engine speed and the second preset speed is less than the second preset difference; if it is not less than, return to execute A13; if it is less than, execute A15.

[0124] A15: The controller closes the first solenoid valve and opens the second solenoid valve, causing the engine to end the downshift speed adjustment phase and complete the corresponding downshift requirement.

[0125] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, for system or system embodiments, since they are basically similar to method embodiments, the description is relatively simple, and relevant parts can be referred to the descriptions in the method embodiments. The systems and system embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without creative effort.

[0126] Those skilled in the art will further recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0127] The above description of the disclosed embodiments enables those skilled in the art to make or use this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

[0128] The above are merely preferred embodiments of this application. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principles of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A vehicle gear selection and shifting assistance method, characterized in that: A controller used in a vehicle's gear selection and shifting assistance system, the system further comprising an AMT gearbox, an engine, a pneumatic actuator and a vehicle high-pressure gas storage tank, the pneumatic actuator being connected to the vehicle high-pressure gas storage tank via a first solenoid valve and a second solenoid valve, the method comprising: When it is detected that the vehicle has a gear adjustment demand, the engine is controlled to stop injecting fuel, and the pneumatic actuator converts the high-pressure gas in the high-pressure gas storage tank of the whole vehicle into the negative torque required by the engine by controlling the opening or closing of the first solenoid valve and the second solenoid valve, until the torque of the engine is less than the preset torque, the first solenoid valve is closed and the second solenoid valve is opened; Sending a gear shifting instruction to the AMT gearbox, so that the AMT gearbox shifts gears based on the gear shifting instruction; When it is detected that the AMT transmission has completed the gear shifting and the gear adjustment requirement is a gear shifting requirement, the engine is controlled to stop injecting fuel, and the pneumatic actuator converts the high-pressure gas in the vehicle's high-pressure gas storage tank into the negative torque required by the engine by controlling the opening or closing of the first solenoid valve and the second solenoid valve, until the difference between the engine speed and the first preset speed is less than the first preset difference, the first solenoid valve is closed and the second solenoid valve is opened to complete the vehicle's gear shifting requirement; When it is detected that the AMT transmission has completed shifting and the gear adjustment requirement is a downshift requirement, the opening or closing of the first solenoid valve and the second solenoid valve is controlled to enable the pneumatic actuator to convert the high-pressure gas in the high-pressure gas tank of the vehicle into the positive torque required by the engine until the difference between the engine speed and the second preset speed is less than the second preset difference, and then the first solenoid valve is closed and the second solenoid valve is opened at the same time to complete the downshift requirement of the vehicle.

2. The method according to claim 1, characterized in that The pneumatic actuator is composed of a crankshaft, a cylinder, a connecting rod and a piston; When it is detected that the vehicle has a gear adjustment demand, the engine is controlled to stop injecting fuel, and the pneumatic actuator converts the high-pressure gas in the high-pressure gas storage tank of the whole vehicle into the negative torque required by the engine by controlling the opening or closing of the first solenoid valve and the second solenoid valve, until the torque of the engine is less than the preset torque, the first solenoid valve is closed and the second solenoid valve is opened, including: When it is detected that the vehicle has a gear adjustment demand, a corresponding torque request is sent to the engine, so that the engine controls its own torque to drop to 0 based on the torque request, and the engine stops injecting fuel; The second solenoid valve is controlled to be closed, and the first solenoid valve is controlled to be opened or closed in real time according to the position of the piston in the cylinder, so that the pneumatic actuator converts the high-pressure gas in the high-pressure gas tank of the whole vehicle into the negative torque required by the engine, until the torque of the engine is less than the preset torque, the first solenoid valve is closed and the second solenoid valve is opened, and the negative torque is stopped from being provided to the engine.

3. The method according to claim 2, characterized in that When it is detected that the AMT transmission has completed the gear shifting and the gear adjustment requirement is a gear shifting requirement, the engine is controlled to stop injecting fuel, and the pneumatic actuator converts the high-pressure gas in the vehicle high-pressure gas storage tank into the negative torque required by the engine by controlling the opening or closing of the first solenoid valve and the second solenoid valve, until the difference between the engine speed and the first preset speed is less than the first preset difference, the first solenoid valve is closed and the second solenoid valve is opened to complete the gear shifting requirement of the vehicle, including: When it is detected that the AMT transmission has completed the gear shifting and the gear adjustment requirement is an upshift requirement, a corresponding torque request is re-sent to the engine, so that the engine controls its own torque to decrease to 0 based on the torque request, and the engine is stopped to inject fuel again; The second solenoid valve is controlled to be closed, and the opening or closing of the first solenoid valve is controlled in real time according to the position of the piston in the cylinder, so that the pneumatic actuator converts the high-pressure gas in the high-pressure gas storage tank of the whole vehicle into the negative torque required by the engine, until the difference between the speed of the engine and the first preset speed is less than the first preset difference, the first solenoid valve is closed and the second solenoid valve is opened, and the negative torque is stopped from being provided to the engine, so as to complete the upshift demand of the vehicle; wherein the first preset speed is the speed corresponding to the target upshift gear position indicated by the upshift demand.

4. The method according to claim 3, characterized in that The real-time control of opening or closing of the first solenoid valve according to the position of the piston in the cylinder so that the pneumatic actuator converts the high-pressure gas in the high-pressure gas storage tank of the vehicle into the negative torque required by the engine includes: When it is detected that the piston reaches the bottom dead center of the piston upward movement in the cylinder, the first solenoid valve is opened to allow the high-pressure gas in the vehicle high-pressure gas storage tank to be poured into the cylinder, and the piston starts to move upward in the cylinder after reaching the bottom dead center of the piston upward movement, so as to compress the high-pressure gas in the cylinder back to the vehicle high-pressure gas storage tank, thereby forming the negative torque required by the engine; When it is detected that the piston moves upward to the piston downward top dead center in the cylinder, the first solenoid valve is closed to compress all the gas in the cylinder into the vehicle high-pressure gas storage tank; wherein, after the piston reaches the piston downward top dead center, it starts to move downward in the cylinder until it reaches the piston upward bottom dead center.

5. The method according to claim 2, characterized in that: When it is detected that the AMT transmission has completed the gear shifting and the gear adjustment requirement is a downshift requirement, the first solenoid valve and the second solenoid valve are controlled to be opened or closed, so that the pneumatic actuator converts the high-pressure gas in the high-pressure gas storage tank of the whole vehicle into the positive torque required by the engine, until the difference between the speed of the engine and the second preset speed is less than the second preset difference, the first solenoid valve is closed and the second solenoid valve is opened at the same time, and the downshift requirement of the vehicle is completed, including: When it is detected that the AMT transmission has completed shifting and the gear adjustment demand is a downshift demand, the opening or closing of the first solenoid valve and the second solenoid valve are controlled in real time according to the position of the piston in the cylinder, so that the pneumatic actuator converts the high-pressure gas in the high-pressure gas tank of the whole vehicle into the positive torque required by the engine, until the difference between the engine speed and the second preset speed is less than the second preset difference, the first solenoid valve is closed and the second solenoid valve is opened, and the positive torque is stopped from being provided to the engine, thereby completing the downshift demand of the vehicle; wherein the second preset speed is the speed corresponding to the target downshift gear indicated by the downshift demand.

6. The method according to claim 5, characterized in that The method of controlling the opening or closing of the first solenoid valve and the second solenoid valve in real time according to the position of the piston in the cylinder so that the pneumatic actuator converts the high-pressure gas in the high-pressure gas storage tank of the vehicle into the positive torque required by the engine includes: When the piston reaches the downward top dead center in the cylinder, the first solenoid valve is opened and the second solenoid valve is closed, so that the high-pressure gas in the vehicle high-pressure gas storage tank is poured into the cylinder to provide positive torque for the engine; wherein, after the piston reaches the downward top dead center, it starts to move downward in the cylinder until the piston reaches the upward bottom dead center in the cylinder; When it is detected that the piston reaches the upward bottom dead point, the first solenoid valve is closed and the second solenoid valve is opened, so that the gas in the cylinder is discharged from the second solenoid valve; after the piston reaches the upward bottom dead point, it starts to move upward in the cylinder until it reaches the downward top dead point.

7. A vehicle gear selection and shifting assistance system, characterized in that: The system includes a controller, an AMT gearbox, an engine, a pneumatic actuator and a vehicle high-pressure gas storage tank, wherein the pneumatic actuator is connected to the vehicle high-pressure gas storage tank via a first solenoid valve and a second solenoid valve; When the controller detects that the vehicle has a gear adjustment demand, it controls the engine to stop injecting fuel, and controls the opening or closing of the first solenoid valve and the second solenoid valve so that the pneumatic actuator converts the high-pressure gas in the high-pressure gas storage tank of the whole vehicle into the negative torque required by the engine, until the torque of the engine is less than the preset torque, and then closes the first solenoid valve and opens the second solenoid valve; The controller sends a shift-shift instruction to the AMT gearbox, so that the AMT gearbox shifts gears based on the shift-shift instruction; When the controller detects that the AMT transmission has completed the gear shifting and the gear adjustment requirement is an upshift requirement, the controller controls the engine to stop injecting fuel, and controls the opening or closing of the first solenoid valve and the second solenoid valve so that the pneumatic actuator converts the high-pressure gas in the high-pressure gas storage tank of the whole vehicle into the negative torque required by the engine, until the difference between the speed of the engine and the first preset speed is less than the first preset difference, the first solenoid valve is closed and the second solenoid valve is opened, and the upshift requirement of the vehicle is completed; When the controller detects that the AMT transmission has completed shifting and the gear adjustment requirement is a downshift requirement, it controls the opening or closing of the first solenoid valve and the second solenoid valve, so that the pneumatic actuator converts the high-pressure gas in the high-pressure gas tank of the whole vehicle into the positive torque required by the engine, until the difference between the engine speed and the second preset speed is less than the second preset difference, and then the first solenoid valve is closed and the second solenoid valve is opened at the same time to complete the downshift requirement of the vehicle.

8. The system according to claim 7, characterized in that The pneumatic actuator is composed of a crankshaft, a cylinder, a connecting rod and a piston; When it is detected that the vehicle has a gear adjustment demand, the engine is controlled to stop injecting fuel, and the pneumatic actuator converts the high-pressure gas in the high-pressure gas storage tank of the whole vehicle into the negative torque required by the engine by controlling the opening or closing of the first solenoid valve and the second solenoid valve, until the torque of the engine is less than the preset torque, the controller closes the first solenoid valve and opens the second solenoid valve, which is specifically used to: When it is detected that the vehicle has a gear adjustment demand, a corresponding torque request is sent to the engine, so that the engine controls its own torque to drop to 0 based on the torque request, and the engine stops injecting fuel; the second solenoid valve is controlled to close, and the opening or closing of the first solenoid valve is controlled in real time according to the position of the piston in the cylinder, so that the pneumatic actuator converts the high-pressure gas in the high-pressure gas tank of the whole vehicle into the negative torque required by the engine, until the torque of the engine is less than the preset torque, the first solenoid valve is closed and the second solenoid valve is opened, and the negative torque is stopped from being provided to the engine; the pneumatic actuator includes at least a piston and a cylinder.

9. The system according to claim 8, characterized in that When it is detected that the AMT transmission has completed the gear shifting and the gear adjustment requirement is a gear shifting requirement, the engine is controlled to stop injecting fuel, and the pneumatic actuator converts the high-pressure gas in the vehicle's high-pressure gas storage tank into the negative torque required by the engine by controlling the opening or closing of the first solenoid valve and the second solenoid valve, until the difference between the engine speed and the first preset speed is less than the first preset difference, the first solenoid valve is closed and the second solenoid valve is opened to complete the vehicle's gear shifting requirement. The controller is specifically used for: When it is detected that the AMT transmission has completed shifting and the gear adjustment demand is an upshift demand, a corresponding torque request is re-sent to the engine, so that the engine controls its own torque to drop to 0 based on the torque request, and the engine is stopped for fuel injection again; the second solenoid valve is controlled to be closed, and the opening or closing of the first solenoid valve is controlled in real time according to the position of the piston in the cylinder, so that the pneumatic actuator converts the high-pressure gas in the high-pressure gas tank of the whole vehicle into the negative torque required by the engine, until the difference between the speed of the engine and the first preset speed is less than the first preset difference, the first solenoid valve is closed and the second solenoid valve is opened, and the negative torque is stopped from being provided to the engine, thereby completing the upshift demand of the vehicle; wherein the first preset speed is the speed corresponding to the target upshift gear indicated by the upshift demand.

10. The system according to claim 9, characterized in that A controller that controls the opening or closing of the first solenoid valve in real time according to the position of the piston in the cylinder, so that the pneumatic actuator converts the high-pressure gas in the high-pressure gas storage tank of the vehicle into the negative torque required by the engine, specifically used for: When it is detected that the piston reaches the bottom dead center of the piston upward movement in the cylinder, the first solenoid valve is opened to allow the high-pressure gas in the vehicle high-pressure gas storage tank to be poured into the cylinder, and the piston starts to move upward in the cylinder after reaching the bottom dead center of the piston upward movement, so as to compress the high-pressure gas in the cylinder back to the vehicle high-pressure gas storage tank to form the negative torque required by the engine; when it is detected that the piston moves upward to the top dead center of the piston downward movement in the cylinder, the first solenoid valve is closed to compress all the gas in the cylinder into the vehicle high-pressure gas storage tank; wherein, after the piston reaches the top dead center of the piston downward movement, it starts to move downward in the cylinder until it reaches the bottom dead center of the piston upward movement.

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