AMT manual-automatic integrated electric control system

Abstract

The invention relates to the technical field of transmission control, in particular to an AMT manual-automatic integrated electric control system. The system comprises an AMT controller, a driving motor, a speed change mechanism, a sensor group and a man-machine interaction terminal. By means of the main control MCU of the multi-core processor architecture, the composite tooth-shaped gear set and an intelligent control strategy, stable and rapid gear shifting of the vehicle in the running process is achieved. And meanwhile, a built-in composite tooth-shaped gear set of the system works cooperatively with a control strategy unit, the gear shifting process is accurately regulated and controlled, gear shifting impact and mechanical abrasion are reduced, and the service life of the vehicle is prolonged. In addition, the emergency endurance unit ensures stable operation of the system in case of sudden failure, and provides guarantee for driving safety. In conclusion, according to the AMT manual and automatic integrated electric control system, the control performance and driving experience of the vehicle are improved, and the safety and reliability of the vehicle are improved.

Description

Technical Field

[0001] The present invention relates to the technical field of transmission control, and particularly to an AMT electro-hydraulic integrated control system for manual and automatic shifting. Background Art

[0002] In the technical field of transmission control, existing electro-hydraulic control systems often have problems such as unsmooth gear shifting, large shocks, and severe wear. Especially during the gear shifting process, due to the imperfect control strategy and the limitations of the design of the transmission mechanism, the gear shifting efficiency is low, affecting the driving experience. At the same time, the system lacks effective emergency measures in case of sudden failures, reducing driving safety. In addition, the accuracy and response speed of the sensor group are insufficient, and the friendliness and safety of the human-machine interaction interface also need to be improved. In view of these deficiencies, the present invention proposes an AMT electro-hydraulic integrated control system for manual and automatic shifting, aiming to solve the above problems by optimizing the system structure and control strategy. Summary of the Invention

[0003] Aiming at the above-mentioned existing technical deficiencies, the purpose of the present invention is to provide an AMT electro-hydraulic integrated control system for manual and automatic shifting, which solves the problem of unsmooth gear shifting of vehicles during driving in the prior art.

[0004] To solve the above technical problems, the present invention adopts the following technical solutions: In the first aspect, an AMT electro-hydraulic integrated control system for manual and automatic shifting, the system includes: An AMT controller, including a main control MCU unit, a control strategy unit, and an emergency power supply unit. The main control MCU unit establishes two-way communication with the drive motor, the transmission mechanism, and the sensor group through the CAN bus, and is connected to the human-machine interaction terminal through the LIN bus; A drive motor, having a speed feedback unit and a temperature monitoring unit; A transmission mechanism, including a synchronization component, a gear shifting actuator, and a compound tooth profile gear set. The compound tooth profile gear set has an asymmetric tooth profile structure that converts rotational motion into linear motion; A sensor group, including a Hall effect position sensor, a magnetoresistive vehicle speed sensor, and a temperature sensor arranged in the transmission mechanism; A human-machine interaction terminal, integrating a gear display unit, a temperature display unit, a fault warning unit, and an ambient light sensing unit; The AMT controller receives the real-time monitoring data of the sensor group, generates a gear shifting command after being processed by the control strategy unit, and drives the transmission mechanism to complete gear shifting; The speed feedback unit of the drive motor and the output end of the transmission mechanism form a closed-loop speed control loop; The emergency power supply unit maintains the basic gear shifting function in case of system failure, and displays the fault code and warning information through the human-machine interaction terminal.

[0005] Preferably, in a possible implementation manner of the first aspect, the compound tooth profile gear set includes a three-stage transmission structure, including: A primary gear, connected to the output shaft of the drive motor; A double gear, selectively meshing with the primary gear or the output gear through a synchronizer ring; An output gear, having an involute-parabola compound tooth profile structure, and its tooth profile curve satisfies the equation:

[0006] where is the parabola curvature coefficient, is the linear compensation coefficient, is the tooth root clearance compensation amount, is the involute correction coefficient, is the exponential decay factor.

[0007] Preferably, in a possible implementation manner of the first aspect, the meshing process of the synchronizing component and the target gear includes: The position sensor detects the axial displacement of the synchronizer ring at a sampling frequency greater than or equal to 100 Hz; The control strategy unit calculates the target gear speed according to the vehicle speed signal and the motor current where

[0008] where is the wheel rolling radius, is the current gear ratio; When the speed difference between the synchronizer ring and the target gear, the drive servo motor performs a gear shift operation through the shift fork shaft, and the axial movement accuracy is controlled within range.

[0009] Preferably, in a possible implementation manner of the first aspect, the control strategy unit is configured to: Real-time collect the vehicle speed signal , the gear position signal and the motor current ; When and last for 3 seconds, a downshift command is triggered; When and last for 5 seconds, an upshift command is triggered; The shift delay time is calculated by the following formula:

[0010] where is the proportionality coefficient, is the integral coefficient, is the differential coefficient, is the slope influence factor, is the load influence factor.

[0011] Preferably, in a possible implementation manner of the first aspect, the control strategy unit integrates a digital twin engine, including: A high-precision finite element model of the transmission, including a local mesh encryption structure in the stress concentration area; A real-time data synchronization module to update temperature, vibration, and torque data at a frequency greater than or equal to ; A thermal deformation compensation algorithm to predict the change in backlash:

[0012] where is the coefficient of thermal expansion of the material, is the temperature change, is the characteristic dimension of the gear, is the working stress, is the elastic modulus.

[0013] Preferably, in a possible implementation manner of the first aspect, the shift actuator includes: A brushless DC motor with a rated torque ; A shift fork shaft with a helical lift angle; A multi-layer composite sealing structure, including a fluororubber main seal ring and a polytetrafluoroethylene dust ring.

[0014] Preferably, in a possible implementation manner of the first aspect, the emergency power supply unit includes: A capacitor bank with a capacity greater than or equal to and an internal resistance less than or equal to ; A fault switching circuit with a response time less than or equal to ; Maintain the power supply of the core controller for more than or equal to 15 minutes in the emergency mode.

[0015] Preferably, in a possible implementation manner of the first aspect, the human-machine interaction terminal includes: An encryption communication module that supports AES-256 and the dynamic key negotiation protocol; A touch interface with anti-misoperation logic, and it starts a 30-second lock after 3 consecutive incorrect operations; An ambient light adaptive adjustment module, where the brightness L satisfies where is the reference brightness, is the ambient light intensity, is the set threshold.

[0016] Preferably, in a possible implementation manner of the first aspect, the system further includes a safety control module: A slope sensor with a measuring range to and an accuracy of ; A hysteresis brake, the braking torque T satisfies where is the braking coefficient, is the vehicle inclination angle, is the motor current; When and , forcefully lock the low gear and activate the brake.

[0017] The beneficial effects of the present invention are as follows: By integrating high-precision sensors, intelligent control algorithms, and advanced transmission mechanisms, the system enables the vehicle to achieve smooth and rapid gear shifting during driving, significantly improving the driving smoothness and comfort.

[0018] The system is built with a composite tooth profile gear set that works in coordination with a control strategy unit to precisely regulate the gear shifting process, effectively reducing gear shifting shock and mechanical wear, and extending the service life of the vehicle. At the same time, the design of the emergency power supply unit ensures the stable operation of the system in case of sudden failures, providing a solid guarantee for driving safety.

[0019] In summary, the AMT automated manual transmission electronic control system of the present invention not only significantly improves the vehicle's handling performance and driving experience, but also enhances the vehicle's safety and reliability through intelligent design. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, the drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings.

[0021] Figure 1 FIG. is a schematic structural diagram of the AMT automated manual transmission electronic control system provided by this application. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0022] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0023] Embodiment 1: As Figure 1 shown, the present invention provides an AMT automated manual transmission electronic control system, including: AMT controller: It includes a main control MCU unit, a control strategy unit, and an emergency power supply unit. The main control MCU adopts a multi-core processor architecture and establishes two-way communication with the drive motor, transmission mechanism, and sensor group through the CAN bus, and is connected to the human-machine interaction terminal through the LIN bus.

[0024] In this embodiment, the main control MCU uses an Infineon TC397 processor, the CAN bus adopts the ISO11898-2 standard, and the baud rate is 500 kbps; the LIN bus adopts the ISO17987 protocol, and the baud rate is 19.2 kbps. The emergency power supply unit is configured with a 120F / 16V capacitor bank, and its ESR ≤ 3 mΩ, which can maintain the power supply of the core system for 18 minutes after the main power failure.

[0025] The control strategy unit is configured to: collect the vehicle speed signal in real time 、gear signal and motor current ; when and last for 3 seconds, trigger a downshift command, and the current threshold corresponds to the motor torque greater than or equal to 75 N·m; when and last for 5 seconds, trigger an upshift command, and the speed threshold is set to the motor's optimal efficiency range when the transmission ratio = 2.5.

[0026] The shift delay time is calculated by the following formula:

[0027] where is the proportionality coefficient, [0.1, 0.5], is the integral coefficient, , is the differential coefficient, , is the slope influence factor, , is the load influence factor, , in this embodiment, the proportionality coefficient , corresponding to the rotational speed difference of the linear response weight. The integral coefficient , is used to eliminate the slope factor (mapped by the dip angle : , ), and the steady-state error of the load factor ( , is the no-load reference current). The differential coefficient , suppresses the sudden change of the rotational speed difference.

[0028] The control strategy unit integrates a digital twin engine, including a high-precision finite element model of the transmission, which contains a locally meshed encryption structure in the stress concentration area. The high-precision model of the transmission is established using HyperMesh 2021 software, which contains 102,345 C3D10M elements (second-order tetrahedrons), and five-level local mesh encryption (minimum element size 0.1 mm) is performed at the root fillet of the gear. The material properties define the elastic modulus of 20CrMnTi alloy steel as 210 GPa, the Poisson's ratio as 0.3, and the thermal expansion coefficient .

[0029] The real-time data synchronization module updates the temperature, vibration, and torque data at a frequency greater than or equal to . The temperature field (16-point PT100 measurement), vibration (3-axis accelerometer, range ±50 g), and torque (strain gauge sensor, accuracy ±1% FS) data of the physical system are updated through the EtherCAT bus at a frequency of 1.2 kHz. Thermal-mechanical coupling analysis is performed using ANSYS Mechanical APDL with a calculation step of 0.5 ms.

[0030] The thermal deformation compensation algorithm predicts the change in backlash:

[0031] where is the material thermal expansion coefficient, is the temperature change, is the gear characteristic dimension, is the working stress, is the elastic modulus.

[0032] The emergency power supply unit includes an energy storage module, a fault switching circuit, and a power supply monitoring module to ensure the maintenance of the basic gear shifting function in case of system failure.

[0033] In this embodiment, the energy storage module is composed of 6 Maxwell BCAP0310 supercapacitors connected in series to form a 120F / 96V energy storage array. The charge and discharge management circuit uses a TI BQ24640 chip, configured in a constant current-constant voltage charging mode (maximum charging current 5A, cut-off voltage 96.5V). When discharging, a stable 12V / 5A power supply is output through an LT3748 buck converter.

[0034] The fault switching circuit uses an ADI ADG5412 high-voltage analog switch, with a switching time ≤ 20ms. When the main power supply voltage is detected to be lower than 18V for 10ms continuously, it automatically switches to the supercapacitor power supply and triggers an interrupt signal to notify the MCU to enter the low-power mode (CPU frequency is reduced to 50MHz, and unnecessary peripherals are turned off).

[0035] Power supply monitoring module: Integrates a MAX6816 voltage monitoring chip to monitor the 12V / 5V / 3.3V three-level power rails in real time. The overvoltage protection threshold is set to 120% of the nominal value, and the undervoltage lockout (UVLO) threshold is 85% of the nominal value.

[0036] Drive motor: It has a speed feedback unit and a temperature monitoring unit.

[0037] In this embodiment, the stator adopts a distributed winding design, with a 36-slot 4-pole configuration and a slot fill factor of 78%. The iron core is laminated from 0.2mm thick 50JN230 silicon steel sheets, and the surface is sprayed with a thick insulating coating. The permanent magnet is made of N48SH neodymium iron boron material, surface-mounted, and the magnetization direction is a Halbach array to enhance the air-gap magnetic density. The rotor surface is wound with a T700 carbon fiber protective sleeve, and the structural integrity under the condition of 15000rpm is achieved through an interference fit (0.05mm).

[0038] The speed feedback unit uses a Heidenhain RCN 7231 optical encoder, with a 1024-line quadrature incremental output, and an internal subdivision circuit to achieve a 25-bit absolute position resolution. The encoder is connected to an ADuM5401 isolation interface through a shielded twisted pair, and the signal transmission delay is less than 15ns. The speed calculation uses the M method for frequency measurement, with a sampling window width of 10ms. When the speed is reached, it automatically switches to the T method to ensure that the full-speed range measurement error < ±0.02%. Under abnormal working conditions (such as signal loss), a soft sensor based on an back electromotive force observer is enabled, and the phase voltage is collected through an LT1999-3 differential amplifier, and the speed is estimated through a phase-locked loop algorithm.

[0039] For the temperature monitoring unit, six Heraeus M222 PT1000 thin-film platinum resistors are embedded in the stator winding, arranged at the ends and in the middle of the U / V / W phase windings, and the four-wire connection method is adopted to eliminate the influence of lead resistance. The rotor temperature is monitored non-contact by an infrared temperature measurement module, the focused spot diameter is 0.5 mm, and the data is transmitted through a slip ring. The thermal protection strategy is set to gradually reduce the load to 50% of the rated torque when the winding temperature is greater than or the rotor temperature is greater than . After continuously overheating for 5 seconds, the output is cut off.

[0040] Speed-changing mechanism: It includes a synchronization component, a shift execution mechanism and a compound-tooth gear set. The compound-tooth gear has an asymmetric tooth profile structure that converts rotational motion into linear motion.

[0041] In this embodiment, the compound-tooth gear set includes a three-stage transmission structure, including a primary gear, a double gear and an output gear. The primary gear is connected to the output shaft of the drive motor; the double gear is selectively meshed with the primary gear or the output gear through a synchronizing ring; the output gear has an involute-parabola compound tooth profile structure, and its tooth profile curve satisfies the equation:

[0042] where is the parabola curvature coefficient, is the linear compensation coefficient, is the tooth root clearance compensation amount, is the involute correction coefficient, is the exponential decay factor.

[0043] The shift execution mechanism uses a servo drive module (Maxon EC-4pole 30) to replace the traditional mechanical pull rod. This module is equipped with a 0.45 N·m brushless motor and a 17-bit magnetic encoder to drive the fork shaft to complete the accurate displacement of the stroke, and the axial positioning accuracy reaches . The synchronizing ring monitors the meshing state in real time through a laser alignment sensor (Keyence LJ-V7080). When the rotational speed difference between the target gear and the synchronizing ring is detected , the shift action is triggered. In the neutral state, the synchronizing ring is centered to form a 0.5 mm safety gap; when shifting into the low gear, the fork shaft moves to the right to make the synchronizing ring form a 150 N contact pressure with the output gear pair; during the high gear shift process, the system calculates the transmission ratio difference value in real time to ensure the synchronizing condition, where = 1.8, = 2.5 are the high and low gear transmission ratios.

[0044] The control system is equipped with a dual-closed-loop algorithm architecture, which integrates the data of the Hall position sensor and the magneto-electric vehicle speed sensor through the CAN bus, and uses a fuzzy PID controller to generate a PWM control signal. Under the condition of rough mountain roads, the system adjusts the load factor dynamically according to the real-time slope angle to adaptively shorten the shift delay time by 35%; when running on flat roads, a predictive shifting strategy is enabled to calculate the target gear demand 1.2 seconds in advance.

[0045] In this embodiment, the synchronizer ring adopts an axial three-position control logic: when the synchronizer ring is accurately centered (position tolerance ±0.05 mm), a safety clearance of 0.5 mm is maintained with the two-side gear pairs, and it is determined as the neutral gear condition; when it moves 3.2 mm to the right and meshes with the output gear pair, it engages the low gear (transmission ratio i = 2.5), and when it moves 3.5 mm to the left and meshes with the primary gear pair, it engages the high gear (transmission ratio i = 1.8). The shift action execution meets the dynamic synchronization condition: when and only when the rotational speed difference between the synchronizer ring and the target gear is met, the control unit triggers a 0.5 N·m servo motor to drive the fork shaft to ensure that the meshing impact force < 150 N.

[0046] The manual shifting mechanism is realized through a mechanical linkage device. The external pull rod is connected to the fork assembly through a ball guide rail. The operating stroke is 28 mm ± 0.1 mm, and the operating force is designed to be 18 N ± 2 N. The displacement of the pull rod is real-time fed back by the Hall array sensor. When the detected displacement > 25 mm, the mechanical locking mechanism is activated to prevent overshoot from damaging the synchronizer ring. During the high and low gear switching process, the contact surface pressure between the synchronizer ring and the hardened gear is controlled within the range of 80 - 120 MPa.

[0047] Sensor group: It includes a Hall effect position sensor, a magnetoresistive vehicle speed sensor, and a temperature sensor arranged in the transmission mechanism.

[0048] In this embodiment, the sensor group adopts a multi-modal fusion perception architecture to accurately collect the key state parameters of the transmission mechanism. The Hall effect position sensor selects the Allegro ATS175LSG bipolar latching type chip, whose sensitivity is 3.5 mV / Gs, and the linearity error is less than , and they are arranged on both sides of the shift shaft to form a differential detection array. The sensor spacing is set to 8.5 mm ± 0.01 mm. The differential signal is amplified 100 times by the AD8421 instrumentation amplifier, and then converted by the AD7685 16-bit ADC to achieve an axial angle resolution of​​​ The signal conditioning circuit integrates an LT6200 low-noise operational amplifier with a bandwidth configured at 10 kHz, which can effectively suppress electromagnetic interference.

[0049] The temperature monitoring system adopts a redundant design. Three PT100 platinum resistors are embedded in the oil passage of the gearbox and connected to the analog-to-digital converter using a three-wire connection method. The temperature measurement error is controlled within by means of a wire resistance compensation algorithm; the temperature of the synchronous ring contact surface is monitored through a K-type thermocouple with a response time < 50 ms, and the MAX31855 cold-junction compensation chip is used to achieve measurement accuracy. All temperature data is uploaded via the CAN bus at a frequency of 200 Hz. When it is detected that the oil temperature is greater than or the synchronous ring temperature is greater than , a three-level thermal protection strategy is triggered: first, the motor torque output is reduced to 70%, and after 10 seconds, it switches to the emergency lubrication mode. If the temperature still does not drop, it will be forced into neutral.

[0050] Human-machine interaction terminal: Integrates a gear position display unit, a temperature display unit, a fault warning unit, and an ambient light sensing unit.

[0051] In this embodiment, the human-machine interaction terminal includes an encrypted communication module, a touch interface, and an ambient light adaptive adjustment module. The gear position display unit, the temperature display unit, and the fault warning unit are displayed through the touch interface. Among them, the gear position display unit uses a high-contrast liquid crystal screen to feedback the current working mode; the temperature display unit is built-in with a digital sensor and supports wide-temperature range monitoring from -40°C to 120°C. The fault warning unit combines sound and light dual-mode prompts. When an abnormality is detected, it triggers a red strobe and buzzer alarm, and at the same time sends coded fault information to the background through the encrypted communication module. The security architecture is based on the AES-256 encryption algorithm and the dynamic key negotiation protocol, and the session key is updated every 30 seconds through the elliptic curve Diffie-Hellman protocol. The touch interface is equipped with pressure sensing and trajectory analysis technology. When 3 consecutive non-conventional operations are detected, it will automatically lock for 30 seconds to prevent accidental touch or malicious operations. The ambient light adaptive adjustment module uses a non-linear compensation algorithm, and the brightness L satisfies , where is the reference brightness, is the ambient light illumination, is the set threshold. In this embodiment, the reference brightness is , takes 1. When the ambient light illumination increases from 200 lux to 1000 lux, the screen brightness linearly increases from 102 to 216 .

[0052] Embodiment 2: The present invention provides an AMT automated manual transmission electronic control system, and the system further includes a safety control module.

[0053] The slope sensor uses TE Connectivity MS5837-30BA (range to , accuracy ), and incorporates a fusion algorithm of MEMS accelerometer and gyroscope, and outputs the vehicle inclination angle signal at a frequency of 200 Hz. signal.

[0054] The hysteresis brake, the braking torque T satisfies , where is the braking coefficient, is the vehicle inclination angle, is the motor current. When and , the low gear is forcibly locked and the brake is activated.

[0055] Primary braking: The hysteresis brake applies a basic torque , and the response time is less than or equal to 50 ms; Secondary braking: If the vehicle speed lasts for 2 seconds, a hydraulic auxiliary braking pressure is superimposed; Emergency braking: When or , the power output is cut off and the mechanical parking lock is activated.

[0056] Obviously, those skilled in the art can make various changes and modifications to the present invention without departing from the spirit and scope of the present invention. Thus, if these modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalent technologies, the present invention is also intended to include these changes and modifications.

Claims

1. AMT automated manual transmission electronic control system, characterized in that the system include: The AMT controller includes a main control MCU unit, a control strategy unit and an emergency endurance unit. The main control MCU unit establishes two-way communication with the drive motor, the speed change mechanism and the sensor group through the CAN bus, and is connected to the human-machine interaction terminal through the LIN bus; A driving motor having a speed feedback unit and a temperature monitoring unit; A speed change mechanism, comprising a synchronization assembly, a shift actuator, and a compound toothed gear set, wherein the compound toothed gear set has an asymmetric toothed structure for converting rotational motion into linear motion; A sensor group, including a Hall effect position sensor, a magnetoresistive vehicle speed sensor and a temperature sensor disposed in the transmission mechanism; Human-machine interaction terminal, integrating gear display unit, temperature display unit, fault warning unit and ambient light sensing unit; The AMT controller receives real-time monitoring data from the sensor group, generates a shift command after processing by the control strategy unit, and drives the transmission mechanism to complete the gear shift; The speed feedback unit of the drive motor and the output end of the speed change mechanism form a closed-loop speed control circuit; The emergency endurance unit maintains the basic gear shifting function when the system fails, and displays the fault code and warning information through the human-computer interaction terminal.

2. The AMT electro-hydraulic integrated electronic control system according to claim 1, wherein The compound toothed gear set comprises a three-stage transmission structure, including: A primary gear connected to an output shaft of a driving motor; Duplex gears, selectively meshing with the primary gear or output gear through a synchronizer ring; The output gear has an involute-parabola compound tooth profile structure, and its tooth profile curve satisfies the equation: wherein is the parabola curvature coefficient, is the linear compensation coefficient, is the tooth root clearance compensation amount, is the involute correction coefficient, is the exponential decay factor.

3. The AMT automated manual transmission electronic control system according to claim 2, characterized in that, The meshing process between the synchronization component and the target gear includes: The position sensor detects the axial displacement of the synchronization ring at a sampling frequency greater than or equal to 100 Hz; The control strategy unit calculates the target gear speed based on the vehicle speed signal and the motor current ​ wherein is the rolling radius of the wheel, is the transmission ratio of the current gear; When there is a rotational speed difference between the synchronizer ring and the target gear the drive servo motor performs a gear shifting operation through the fork shaft, and the axial movement accuracy is controlled within the range.

4. The AMT automated manual transmission electronic control system according to claim 3, characterized in that, The control strategy unit is configured as follows: Real-time collect vehicle speed signal 、gear signal and motor current ; When and last for 3 seconds, a downshift command is triggered; When the conditions and are met for 5 seconds, a gear up command is triggered; Shift delay time Calculated by the following formula: wherein is the proportionality coefficient, is the integral coefficient, is the differential coefficient, is the slope influence factor, is the load influence factor.

5. The AMT automated manual transmission electronic control system according to claim 4, wherein, The control strategy unit integrates a digital twin engine, including: High-precision finite element model of the gearbox, including local mesh encryption structure in stress concentration areas; The real-time data synchronization module updates temperature, vibration, and torque data at a frequency greater than or equal to ​ Thermal deformation compensation algorithm to predict the change in backlash: Among them is the coefficient of thermal expansion of the material, is the temperature change, is the characteristic dimension of the gear, is the working stress, is the modulus of elasticity.

6. The AMT electro-hydraulic integrated electronic control system according to claim 1, wherein, The gear shift actuator comprises: Rated torque brushless DC motor; Having a fork shaft with a helix angle; Multi-layer composite sealing structure, including fluororubber main sealing ring and polytetrafluoroethylene dust ring.

7. The AMT automated manual transmission electronic control system according to claim 1, characterized in that The emergency endurance unit comprises: Capacitor bank, with a capacitance greater than or equal to , and an internal resistance less than or equal to ; Failover circuit, response time less than or equal to ; In emergency mode, the core controller is powered for 15 minutes or more.

8. The AMT automated manual transmission electronic control system according to claim 1, characterized in that, The human-computer interaction terminal comprises: Encrypted communication module, supporting AES-256 and dynamic key negotiation protocol; The touch interface has anti-accidental touch logic, which will lock the screen for 30 seconds after three consecutive incorrect operations. Ambient light adaptive adjustment module, the brightness L satisfies , where is the reference brightness, is the ambient light intensity, is the set threshold.

9. The AMT automated manual transmission electronic control system according to claim 1, characterized in that, The system also includes a safety control module: Slope sensor, measuring range to ; The hysteresis brake, the braking torque T satisfies , where is the braking coefficient, is the vehicle inclination angle, is the motor current; When and forcefully lock the low gear and activate the brake.

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