AMT manual and automatic electronic control system

Abstract

The present invention relates to the field of transmission control technology, and in particular to an AMT manual-automatic electronic control system. The system includes an AMT controller, a drive motor, a speed change mechanism, a sensor group, and a human-computer interaction terminal. By adopting a main control MCU of a multi-core processor architecture, a compound tooth gear set, and an intelligent control strategy, smooth and rapid gear shifting of the vehicle while driving is achieved. At the same time, the system's built-in compound tooth gear set works in conjunction with the control strategy unit to accurately regulate the gear shifting process, reduce gear shifting shock and mechanical wear, and extend the service life of the vehicle. In addition, the emergency endurance unit ensures the stable operation of the system in the event of a sudden failure, providing a guarantee for driving safety. In summary, the AMT manual-automatic electronic control system of the present invention not only improves the vehicle's handling performance and driving experience, but also enhances the safety and reliability of the vehicle.

Description

Technical Field

[0001] The present invention relates to the field of transmission control technology, and in particular to an AMT manual-automatic electronic control system. Background Art

[0002] In the field of transmission control technology, existing electronic control systems often have problems such as uneven gear shifting, large impact, and severe wear. In particular, during the gear shifting process, due to the imperfect control strategy and the limitations of the speed change mechanism design, the gear shifting efficiency is low, affecting the driving experience. At the same time, the system lacks effective emergency measures in the event of a sudden failure, which reduces driving safety. In addition, the accuracy and response speed of the sensor group are insufficient, and the friendliness and safety of the human-computer interaction interface need to be improved. In response to these shortcomings, the present invention proposes an AMT manual-automatic electronic control system, which aims to solve the above problems by optimizing the system structure and control strategy. Summary of the Invention

[0003] In view of the above-mentioned technical deficiencies, the purpose of the present invention is to provide an AMT manual-automatic electronic control system to solve the problem in the prior art that the vehicle cannot shift gears smoothly during driving.

[0004] In order to solve the above technical problems, the present invention adopts the following technical solutions:

[0005] First, the AMT manual and automatic electronic control system includes:

[0006] 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;

[0007] A drive motor having a speed feedback unit and a temperature monitoring unit;

[0008] A speed change mechanism comprising a synchronization assembly, a shift actuator, and a compound toothed gear set having an asymmetric tooth structure for converting rotational motion into linear motion;

[0009] a sensor group including a Hall effect position sensor, a magnetoresistive vehicle speed sensor, and a temperature sensor disposed within the transmission mechanism;

[0010] Human-computer interaction terminal, integrating gear display unit, temperature display unit, fault warning unit and ambient light sensing unit;

[0011] The AMT controller receives real-time monitoring data from the sensor group, generates shift instructions after processing by the control strategy unit, and drives the transmission mechanism to complete the gear shift;

[0012] The speed feedback unit of the drive motor and the output end of the speed change mechanism form a closed-loop speed control circuit;

[0013] The emergency endurance unit maintains the basic gear shift function when the system fails, and displays the fault code and warning information through the human-computer interaction terminal.

[0014] Preferably, in a possible implementation manner of the first aspect, the compound tooth gear set includes a three-stage transmission structure, including:

[0015] A primary gear connected to the output shaft of the drive motor;

[0016] Duplex gears, selectively meshing with the primary gear or output gear through synchronizer rings;

[0017] The output gear has an involute-parabola compound tooth profile structure, and its tooth profile curve satisfies the equation:

[0018]

[0019] in is the parabola curvature coefficient, is the linear compensation coefficient, is the tooth root clearance compensation, is the involute correction coefficient, is an exponential decay factor.

[0020] Preferably, in a possible implementation manner of the first aspect, the meshing process of the synchronization assembly and the target gear includes:

[0021] The position sensor detects the axial displacement of the synchronizer ring at a sampling frequency greater than or equal to 100 Hz;

[0022] The control strategy unit is based on the vehicle speed signal and motor current Calculate target gear speed

[0023] in is the wheel rolling radius, is the current gear ratio;

[0024] When the speed difference between the synchronizer ring and the target gear When the servo motor is driven to perform the shift operation through the fork shaft, the axial movement accuracy is controlled within within the range.

[0025] Preferably, in a possible implementation manner of the first aspect, the control strategy unit is configured as:

[0026] Real-time collection of vehicle speed signals , gear position signal and motor current ;

[0027] When satisfied and When it lasts for 3 seconds, the downshift command is triggered;

[0028] When satisfied and When it lasts for 5 seconds, the upshift command is triggered;

[0029] Shift delay time Calculated by the following formula:

[0030]

[0031] in is the proportionality coefficient, is the integration coefficient, is the differential coefficient, is the slope influencing factor, is the load influencing factor.

[0032] Preferably, in a possible implementation manner of the first aspect, the control strategy unit integrates a digital twin engine, including:

[0033] High-precision finite element model of the gearbox, including local mesh densification in stress concentration areas;

[0034] Real-time data synchronization module, with greater than or equal to Frequently update temperature, vibration and torque data;

[0035] Thermal deformation compensation algorithm to predict the change in tooth gap:

[0036]

[0037] in is the thermal expansion coefficient of the material, is the temperature change, is the characteristic size of the gear, is the working stress, is the elastic modulus.

[0038] Preferably, in a possible implementation manner of the first aspect, the shift actuator includes:

[0039] Rated torque Brushless DC motor;

[0040] have Helix angle of the fork shaft;

[0041] Multi-layer composite sealing structure, including fluororubber main sealing ring and polytetrafluoroethylene dust ring.

[0042] Preferably, in a possible implementation of the first aspect, the emergency endurance unit includes:

[0043] Capacitor bank, capacity greater than or equal to , internal resistance is less than or equal to ;

[0044] Failover circuit, response time is less than or equal to ;

[0045] In emergency mode, the core controller maintains power supply for 15 minutes or more.

[0046] Preferably, in a possible implementation of the first aspect, the human-computer interaction terminal includes:

[0047] Encrypted communication module, supporting AES-256 and dynamic key negotiation protocol;

[0048] The touch interface has anti-accidental touch logic, which will lock the screen for 30 seconds after three consecutive incorrect operations.

[0049] Ambient light adaptive adjustment module, brightness L meets ,in is the reference brightness, is the ambient light intensity, To set the threshold.

[0050] Preferably, in a possible implementation manner of the first aspect, the system further includes a security control module:

[0051] Slope sensor, range to , precision ;

[0052] Hysteresis brake, braking torque T meets ,in is the braking coefficient, is the vehicle inclination angle, is the motor current;

[0053] when and , the low gear is locked forcibly and the brake is activated.

[0054] The beneficial effect of the present invention is that by integrating high-precision sensors, intelligent control algorithms and advanced transmission mechanisms, the system enables the vehicle to achieve smooth and rapid gear shifting while driving, significantly improving the smoothness and comfort of driving.

[0055] The system's built-in compound gear set works in conjunction with the control strategy unit to precisely regulate the shifting process, effectively reducing shift shock and mechanical wear, thereby extending the vehicle's service life. Furthermore, the design of the emergency endurance unit ensures stable operation in the event of a sudden failure, providing a solid guarantee for driving safety.

[0056] In summary, the AMT manual-automatic 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

[0057] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0058] Figure 1 A structural diagram of the AMT manual-automatic electronic control system is provided for this application. DETAILED DESCRIPTION

[0059] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0060] Example 1: Figure 1 As shown, the present invention provides an AMT manual-automatic integrated electronic control system, comprising:

[0061] AMT controller: includes the main control MCU unit, control strategy unit and emergency endurance unit. The main control MCU adopts a multi-core processor architecture, establishes two-way communication with the drive motor, speed change mechanism and sensor group through the CAN bus, and connects to the human-computer interaction terminal through the LIN bus.

[0062] In this embodiment, the main control MCU uses an Infineon TC397 processor. The CAN bus adheres to the ISO11898-2 standard with a baud rate of 500kbps; the LIN bus uses the ISO17987 protocol with a baud rate of 19.2kbps. The emergency endurance unit is equipped with a 120F / 16V capacitor bank with an ESR of ≤3mΩ, which can maintain core system power for 18 minutes after a main power failure.

[0063] The control strategy unit is configured as follows: real-time acquisition of vehicle speed signals , gear position signal and motor current When satisfied and When the current threshold is equal to or greater than 75 N·m, the motor torque is greater than or equal to 75 N·m. and When it lasts for 5 seconds, the upshift command is triggered and the speed threshold is set to the transmission ratio =2.5 is the optimal efficiency range of the motor.

[0064] Shift delay time Calculated by the following formula:

[0065]

[0066] in is the proportionality coefficient, [0.1,0.5], is the integration coefficient, , is the differential coefficient, , is the slope influencing factor, , is the load influencing factor, In this embodiment, the proportionality coefficient , corresponding to the speed difference The linear response weight of . Integration coefficient , used to eliminate the slope factor (by the inclination Mapping: , ) and load factor ( , is the steady-state error of the no-load reference current). Differential coefficient , suppressing the sudden change of speed difference.

[0067] The control strategy unit integrates a digital twin engine, including a high-precision finite element model of the gearbox, including a local mesh encryption structure in stress concentration areas. HyperMesh 2021 software was used to build a high-precision gearbox model, including 102,345 C3D10M elements (second-order tetrahedrons), and five-level local mesh encryption (minimum element size 0.1mm) was performed at the root fillet. The material properties of the 20CrMnTi alloy steel are defined as an elastic modulus of 210GPa, a Poisson's ratio of 0.3, and a thermal expansion coefficient of 0. .

[0068] Real-time data synchronization module, with greater than or equal to Frequently updated temperature, vibration, and torque data. The physical system's temperature field (16-point PT100 measurement), vibration (3-axis accelerometer, ±50g range), and torque (strain gauge sensor, ±1%FS accuracy) data are updated at a 1.2kHz frequency via the EtherCAT bus. Coupled thermal-mechanical analysis is performed using ANSYS Mechanical APDL with a 0.5ms calculation step.

[0069] Thermal deformation compensation algorithm to predict the change in tooth gap:

[0070]

[0071] in is the thermal expansion coefficient of the material, is the temperature change, is the characteristic size of the gear, is the working stress, is the elastic modulus.

[0072] The emergency endurance unit includes an energy storage module, a fault switching circuit, and a power monitoring module to ensure that basic gear switching functions are maintained in the event of a system failure.

[0073] The energy storage module in this embodiment consists of six Maxwell BCAP0310 supercapacitors connected in series to form a 120F / 96V energy storage array. The charge and discharge management circuit uses the TI BQ24640 chip, configured in constant current / constant voltage charging mode (maximum charge current 5A, cutoff voltage 96.5V). During discharge, the LT3748 step-down converter outputs a stable 12V / 5A power supply.

[0074] The fault switching circuit uses the ADI ADG5412 high-voltage analog switch with a switching time of ≤20ms. If the main power supply voltage is detected to be below 18V for 10ms, it automatically switches to the supercapacitor for power supply and triggers an interrupt signal to notify the MCU to enter low-power mode (CPU frequency drops to 50MHz, and non-essential peripherals are disabled).

[0075] Power monitoring module: Integrates the 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 set to 85% of the nominal value.

[0076] Drive motor: with speed feedback unit and temperature monitoring unit.

[0077] In this embodiment, the stator adopts a distributed winding design with 36 slots and 4 poles, and a slot fill rate of 78%. The iron core is made of 0.2mm thick 50JN230 silicon steel sheets, and the surface is sprayed. Thick insulation coating. The permanent magnets are made of N48SH neodymium iron boron material, surface-mounted, and magnetized in a Halbach array to enhance air gap flux density. A T700 carbon fiber protective sleeve is wrapped around the rotor surface, ensuring structural integrity at 15,000 rpm through an interference fit (0.05 mm).

[0078] The speed feedback unit uses a Heidenhain RCN 7231 photoelectric encoder with 1024-line quadrature incremental output and built-in subdivision circuitry to achieve 25-bit absolute position resolution. The encoder is connected to the ADuM5401 isolation interface via a shielded twisted pair cable, with a signal transmission delay of less than 15ns. The speed calculation uses the M method for frequency measurement with a sampling window width of 10ms. The system automatically switches to the T-method, ensuring a measurement error of less than ±0.02% across the entire speed range. Under abnormal operating conditions (such as signal loss), a soft sensor based on a back-EMF observer is activated, using an LT1999-3 differential amplifier to collect phase voltages and estimate speed using a phase-locked loop algorithm.

[0079] For the temperature monitoring unit, six Heraeus M222 PT1000 thin-film platinum resistors are embedded in the stator windings, located at the ends and center of the U / V / W phase windings. A four-wire connection is used to eliminate the influence of lead resistance. The rotor temperature is monitored non-contact by an infrared temperature measurement module with a focused spot diameter of 0.5 mm, and data is transmitted via a slip ring. The thermal protection strategy is set to Or the rotor temperature is greater than When the overtemperature continues for 5 seconds, the output will be cut off.

[0080] Speed ​​Shifting Mechanism: It includes a synchronization component, a shift actuator and a compound tooth gear set. The compound tooth gear has an asymmetric tooth structure that converts rotational motion into linear motion.

[0081] In this embodiment, the compound tooth gear set comprises a three-stage transmission structure, including a primary gear, a duplex gear, and an output gear. The primary gear is connected to the output shaft of the drive motor; the duplex gear selectively meshes with the primary gear or the output gear via a synchronizer ring; the output gear has an involute-parabola compound tooth profile, and its tooth profile curve satisfies the equation:

[0082]

[0083] in is the parabola curvature coefficient, is the linear compensation coefficient, is the tooth root clearance compensation, is the involute correction coefficient, is an exponential decay factor.

[0084] The shift actuator adopts a servo drive module (Maxon EC-4pole 30) to replace the traditional mechanical pull rod. The module is equipped with a 0.45N·m brushless motor and a 17-bit magnetic encoder to drive Fork shaft completed Precise displacement of the stroke, axial positioning accuracy of The synchronizer ring monitors the meshing state in real time through the laser alignment sensor (Keyence LJ-V7080). When the speed difference between the target gear and the synchronizer ring is detected, In neutral state, the synchronizer ring forms a 0.5mm safety gap in the center; when switching to low gear, the shift fork shaft moves right to form a 150N contact pressure between the synchronizer ring and the output gear pair; during the high gear switching process, the system calculates the transmission ratio difference in real time to ensure The synchronization conditions, where =1.8, =2.5 is the high and low gear transmission ratio.

[0085] The control system is equipped with a dual closed-loop algorithm architecture, which integrates the data of the Hall position sensor and the magnetic speed sensor through the CAN bus and uses a fuzzy PID controller to generate a PWM control signal. Dynamically adjust load factor , which adaptively shortens the gear shift delay time by 35%; when running on flat roads, the predictive gear shift strategy is enabled, calculating the target gear requirement 1.2 seconds in advance.

[0086] In this embodiment, the synchronizer ring adopts axial three-position control logic: when the synchronizer ring is precisely centered (position tolerance ±0.05mm), it maintains a 0.5mm safety gap with the gear pairs on both sides, and is determined to be in neutral gear; when it moves 3.2mm to the right and meshes with the output gear pair, it enters low gear (transmission ratio i=2.5), and when it moves 3.5mm to the left and meshes with the primary gear pair, it enters high gear (transmission ratio i=1.8). The shift action satisfies the dynamic synchronization condition: if and only if the speed difference between the synchronizer ring and the target gear is When the gear shifts to zero, the control unit triggers the 0.5N·m servo motor to drive the fork shaft to ensure that the engagement impact force is less than 150N.

[0087] The manual shift mechanism utilizes a mechanical linkage. An external pull rod connects to the shift fork assembly via a ball guide. The operating travel is 28mm ± 0.1mm, and the operating force is designed to be 18N ± 2N. A Hall effect sensor provides real-time feedback on pull rod displacement. When a displacement > 25mm is detected, a mechanical locking mechanism activates to prevent overshoot and damage to the synchronizer ring. During high and low gear shifts, the contact pressure between the synchronizer ring and the hardened gear is controlled within a range of 80-120MPa.

[0088] Sensor group: includes a Hall effect position sensor, a magnetoresistive vehicle speed sensor and a temperature sensor installed in the transmission mechanism.

[0089] In this embodiment, the sensor group adopts a multi-modal fusion perception architecture to accurately collect the key state parameters of the speed change mechanism. The Hall effect position sensor uses the Allegro ATS175LSG bipolar latch chip, which has a sensitivity of 3.5mV / Gs and a linearity error of less than , arranged on both sides of the shift shaft to form a differential detection array. The sensor spacing is set to 8.5mm±0.01mm, and the differential signal is amplified by 100 times the gain through the AD8421 instrumentation amplifier and then converted by the AD7685 16-bit ADC to achieve The magnetoresistive speed sensor uses TDK MRMS201A, which has a built-in amorphous alloy core. The output frequency is linearly related to the vehicle speed, and the range covers 0-200km / h. to The nonlinearity within the temperature range is less than The signal conditioning circuit integrates the LT6200 low-noise operational amplifier with a bandwidth of 10kHz, which can effectively suppress electromagnetic interference.

[0090] The temperature monitoring system adopts a redundant design. Three PT100 platinum resistors are embedded in the gearbox oil channel and connected to the analog-to-digital converter using a three-wire connection method. The temperature measurement error is controlled within The contact surface temperature of the synchronization ring is monitored by a K-type thermocouple, and its response time is less than 50ms, which is achieved by cooperating with the MAX31855 cold end compensation chip. Measurement accuracy. All temperature data are uploaded via CAN bus at 200Hz frequency. Or the synchronizer ring temperature is greater than When the temperature drops, the three-level thermal protection strategy is triggered: first, the motor torque output is reduced to 70%, and then it is switched to emergency lubrication mode after 10 seconds. If the temperature still does not drop, it is forced to enter neutral gear.

[0091] Human-computer interaction terminal: integrated gear display unit, temperature display unit, fault warning unit and ambient light sensing unit.

[0092] In this embodiment, the human-computer interaction terminal includes an encryption communication module, a touch interface, and an ambient light adaptive adjustment module. The gear display unit, temperature display unit, and fault warning unit are displayed through the touch interface, wherein the gear display unit adopts a high-contrast LCD screen to feedback the current working mode; the temperature display unit has a built-in digital sensor that supports monitoring in a wide temperature range of -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 flash and a buzzer alarm, and at the same time sends coded fault information to the background through the encryption communication module. The security architecture is based on the AES-256 encryption algorithm and the dynamic key negotiation protocol, and updates the session key every 30 seconds through the elliptic curve Diffie-Hellman protocol. The touch interface is equipped with pressure sensing and trajectory analysis technology. When three consecutive unconventional operations are detected, it will automatically lock for 30 seconds to prevent accidental touches or malicious operations. The ambient light adaptive adjustment module adopts a nonlinear compensation algorithm, and the brightness L meets ,in is the reference brightness, is the ambient light intensity, To set the threshold, this embodiment uses the reference brightness for , Take 1, when the ambient illumination When the luminance increases from 200 lux to 1000 lux, the screen brightness increases from 102 Linearly increased to 216 .

[0093] Embodiment 2: The present invention provides an AMT manual-automatic electronic control system, which also includes a safety control module.

[0094] The slope sensor uses TE Connectivity MS5837-30BA (range to , precision ), built-in MEMS accelerometer and gyroscope fusion algorithm, output vehicle tilt angle at 200Hz frequency Signal.

[0095] Hysteresis brake, braking torque T meets ,in is the braking coefficient, is the vehicle inclination angle, is the motor current, when and , the low gear is locked forcibly and the brake is activated.

[0096] Primary braking: Hysteresis brake applies base torque , response time is less than or equal to 50ms;

[0097] Secondary braking: If the vehicle speed Lasts for 2 seconds, adding hydraulic auxiliary brake pressure;

[0098] Emergency brake: When or , power output is cut off and the mechanical parking lock is activated.

[0099] Obviously, those skilled in the art may make various changes and modifications to the present invention without departing from the spirit and scope of the present invention. Thus, if such changes and modifications fall within the scope of the claims and their equivalents, the present invention is intended to include such changes and modifications.

Claims

1. AMT automatic manual control system, characterized by 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 drive 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 having an asymmetric tooth structure for converting rotational motion into linear motion; The compound tooth gear set comprises a three-stage transmission structure, including: A primary gear connected to the output shaft of the drive motor; Duplex gears, selectively meshing with the primary gear or output gear through synchronizer rings; The output gear has an involute-parabola compound tooth profile structure, and its tooth profile curve satisfies the equation: in is the parabola curvature coefficient, is the linear compensation coefficient, is the tooth root clearance compensation, is the involute correction coefficient, is the exponential decay factor; The meshing process between the synchronizer assembly 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 is based on the vehicle speed signal and motor current Calculate target gear speed in is the wheel rolling radius, is the current gear ratio; When the speed difference between the synchronizer ring and the target gear When the servo motor is driven to perform the shift operation through the fork shaft, the axial movement accuracy is controlled within within the scope; a sensor group including a Hall effect position sensor, a magnetoresistive vehicle speed sensor, and a temperature sensor disposed within the transmission mechanism; Human-computer 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 shift instructions after processing by the control strategy unit, and drives the transmission mechanism to complete the gear shift; The control strategy unit is configured as follows: Real-time collection of vehicle speed signals , gear position signal and motor current ; When satisfied and When it lasts for 3 seconds, the downshift command is triggered; When satisfied and When it lasts for 5 seconds, the upshift command is triggered; Shift delay time Calculated by the following formula: in is the proportionality coefficient, is the integration coefficient, is the differential coefficient, is the slope influencing factor, is the load influencing factor; 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 shift function when the system fails, and displays the fault code and warning information through the human-computer interaction terminal.

2. The AMT automatic manual control system according to claim 1, characterized in that: The control strategy unit integrates a digital twin engine, including: High-precision finite element model of the gearbox, including local mesh densification in stress concentration areas; Real-time data synchronization module, with greater than or equal to Frequently update temperature, vibration and torque data; Thermal deformation compensation algorithm to predict the change in tooth gap: in is the thermal expansion coefficient of the material, is the temperature change, is the characteristic size of the gear, is the working stress, is the elastic modulus.

3. The AMT automatic manual control system according to claim 1, characterized in that: The shift actuator comprises: Rated torque Brushless DC motor; have Helix angle of the fork shaft; Multi-layer composite sealing structure, including fluororubber main sealing ring and polytetrafluoroethylene dust ring.

4. The AMT automatic manual control system according to claim 1, characterized in that: The emergency endurance unit comprises: Capacitor bank, capacity greater than or equal to , internal resistance is less than or equal to ; Failover circuit, response time is less than or equal to ; In emergency mode, the core controller maintains power supply for 15 minutes or more.

5. The AMT automatic manual 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, brightness L meets ,in is the reference brightness, is the ambient light intensity, To set the threshold.

6. The AMT automatic manual control system according to claim 1, characterized in that: The system also includes a safety control module: Slope sensor, range to ; Hysteresis brake, braking torque T meets ,in is the braking coefficient, is the vehicle inclination angle, is the motor current; when and , the low gear is locked forcibly and the brake is activated.

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