AMT gear shifting control method and equipment for vehicle

Abstract

The invention belongs to the technical field of AMT automatic transmissions, and discloses an AMT gear shifting control method and device for a vehicle, and the control method comprises the steps that when a hydraulic retarder does not need to be started, the temperature T1 of an engine body and the current rotating speed N3 of an engine are collected; when the hydrodynamic retarder needs to be started, the temperature T2 of a temperature sensor at the water outlet position of the hydrodynamic retarder and the current rotating speed N3 of an engine are collected; the corresponding target fan rotating speed N2 is calculated according to the temperature T1 and the temperature T2; according to the target fan rotating speed N2, the target engine rotating speed is calculated through the speed ratio relation; when the target rotating speed is greater than the current rotating speed N3 of the engine; the difference between the target engine rotating speed and the current engine rotating speed N3 is calculated, and the number of gears needing to be reduced of the gearbox is calculated according to the speed difference; and a gear reduction signal is sent to the AMT, so that the rotating speed of the fan reaches the target rotating speed N2 of the fan. Through continuous feedback and closed-loop control, the whole vehicle heat dissipation system can reach the ideal water temperature working state.

Description

Technical Field

[0001] The present invention belongs to the technical field of AMT automatic transmissions, and in particular relates to an AMT shift control method and device for a vehicle. Background Art

[0002] After commercial vehicles entered the era of AMT automatic transmission, the engine, AMT automatic transmission and retarder can exchange information with each other. According to the system's algorithm control, the engine water temperature during the operation of the entire system can be accurately controlled, and the engine water temperature can be controlled as much as possible in the ideal range. This patent is based on the current commercial vehicle market background and provides a calculation and control method that can transmit information and control calculations between ECU, TCU and RCU, and ultimately prevent the hydraulic retarder water temperature from being high and effectively control the engine water temperature to work in the ideal range. For existing commercial vehicle AMT models equipped with hydraulic retarders, when the hydraulic retarder is in operation, the hydraulic retarder continuously removes heat through the cooling system through the water temperature, and the heat of the vehicle cooling system must be cooled by the cooling fan. The traditional solution is to directly connect the fan and the engine speed when the hydraulic retarder is working. The advantage is that the maximum cooling capacity of the fan can be continuously used to cool the water temperature when the hydraulic retarder is working. However, the disadvantage is also obvious. When the ambient temperature is low or the braking power demand is small, the heat dissipation of the hydraulic retarder is low. The continuous direct connection control of the fan will cause the fan to dissipate too much heat, and the engine water temperature will be reduced to below the ideal operating temperature, which is not conducive to the fuel economy of the engine, resulting in heat loss exacerbating the problem of increased fuel consumption.

[0003] The Chinese patent publication number is CN105114488A, and the name is a patent application for a water temperature control method and control system for a hydraulic retarder of an AMT vehicle model. The control method includes: the BCU receives the current engine speed value r1, the rated speed value R3, and the current gear n1, and combines the speed ratio difference g of each gear of the transmission to calculate whether to downshift and the number of gears that can be downshifted n; if downshifting is possible, a downshift request is sent to the TCU via the CAN bus; after receiving the request, the TCU controls the action of the shift solenoid valve and the clutch assist cylinder to switch the transmission from n1 to a lower gear n2; when downshifting, the TCU sends a speed increase request to the engine ECU to increase the engine speed from r1 to r2, and then the engine fan speed also increases accordingly, the cooling capacity is enhanced, and thus the engine water temperature can be reduced. This patent application cannot solve the problem that the engine water temperature is reduced to below the ideal operating temperature, which is not conducive to the fuel economy of the engine, resulting in heat loss exacerbating the increase in fuel consumption. Summary of the Invention

[0004] In order to overcome the problems existing in the above-mentioned prior art, the purpose of the present invention is to provide a vehicle AMT shift control method and device, which can achieve the ideal water temperature working state of the entire vehicle cooling system through continuous feedback and closed-loop control.

[0005] To achieve the above object, the technical solution adopted by the present invention is: In a first aspect, the present invention provides a vehicle AMT shift control method, comprising the following steps: Receive the signal from the RCU of the hydraulic retarder. When the hydraulic retarder does not need to be turned on, collect the temperature T1 of the engine body and the current engine speed N3; when the hydraulic retarder needs to be turned on, collect the temperature T2 of the temperature sensor at the water outlet of the hydraulic retarder and the current engine speed N3; Calculate the corresponding target fan speed N2 according to temperature T1 and temperature T2 respectively; calculate the engine target speed according to the target fan speed N2 through the speed ratio relationship; Determine the difference between the target engine speed and the current engine speed N3. When the target engine speed is greater than the current engine speed N3, calculate the difference between the target engine speed and the current engine speed N3, and calculate the number of gears that the transmission needs to reduce based on the speed difference. A downshift signal is sent to the AMT automatic transmission to make the fan speed reach the target fan speed N2.

[0006] Optionally, when the target speed is less than or equal to the current engine speed N3, the current engine speed N3 is maintained.

[0007] Optionally, the current engine speed N3 and the engine body temperature T1 are sent to the ECU, and the temperature T2 of the temperature sensor at the liquid outlet is sent to the RCU. The ECU and RCU send the temperature T1 and temperature T2 to the TCU via the CAN bus, and the gear is controlled by the TCU.

[0008] Optionally, the target fan speed N2 is calculated by performing PID closed-loop control by calculating the difference between temperature T1 and the optimal operating coolant temperature of the engine; the target fan speed N2 is calculated by performing PID closed-loop control by calculating the difference between temperature T2 and the optimal operating coolant temperature of the hydraulic retarder.

[0009] Optionally, the optimal operating coolant temperature of the engine and the optimal operating coolant temperature of the hydraulic retarder are both 90°C~93°C.

[0010] Alternatively, the target engine speed is obtained by multiplying the target fan speed N2 by the speed ratio i between the fan speed and the engine speed when the fan is fully open and directly connected.

[0011] In a second aspect, the present invention provides a vehicle, adopting the AMT shift control method of the vehicle, the vehicle having a radiator, a thermostat, a fan, an engine, a clutch, an AMT automatic transmission, a hydraulic retarder and a vehicle cooling system circulating water circuit; the vehicle cooling system circulating water circuit sequentially connects the engine's liquid outlet, the hydraulic retarder, the thermostat to the engine's liquid inlet; the thermostat is connected to the radiator through the vehicle cooling system circulating water circuit, the engine is connected to the fan, and the fan is arranged next to the thermostat and the radiator in the vehicle cooling system circulating water circuit.

[0012] In a third aspect, the present invention provides an AMT shift control system for a vehicle, comprising: The data acquisition module is used to receive the signal from the RCU of the hydraulic retarder. When the hydraulic retarder does not need to be turned on, it collects the temperature T1 of the engine body and the current engine speed N3; when the hydraulic retarder needs to be turned on, it collects the temperature T2 of the temperature sensor at the water outlet of the hydraulic retarder and the current engine speed N3; The first calculation module is used to calculate the corresponding target fan speed N2 according to the temperature T1 and the temperature T2; and calculate the engine target speed according to the target fan speed N2 through the speed ratio relationship; The judgment and calculation module is used to judge the size of the target engine speed and the current engine speed N3. When the target speed is greater than the current engine speed N3, the difference between the target engine speed and the current engine speed N3 is calculated, and the number of gears that the transmission needs to reduce is calculated based on the speed difference. The control module is used to send a downshift gear signal to the AMT automatic transmission so that the fan speed reaches the target fan speed N2.

[0013] In a fourth aspect, the present invention provides an electronic device, characterized in that it includes a memory, a processor, and a computer program stored in the memory and executable on the processor, and when the processor executes the computer program, the AMT shift control method of the vehicle is implemented.

[0014] In a fifth aspect, the present invention provides a computer-readable storage medium, characterized in that the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the AMT shift control method of the vehicle is implemented.

[0015] In a sixth aspect, the present invention provides a computer program product comprising a computer-readable medium, characterized in that the computer-readable medium contains computer-readable program code, and the program code executes the AMT shift control method of the vehicle.

[0016] Compared with the prior art, the present invention has the following beneficial effects: The present invention provides a vehicle AMT shift control method and device, which aims to solve the problem that when the ambient temperature is low or the braking power demand is small, the hydraulic retarder has low heat dissipation, and the continuous direct control of the fan will cause excessive fan heat dissipation, and the engine water temperature will be reduced to below the ideal operating temperature, resulting in heat loss and increased fuel consumption.

[0017] The present invention controls the water temperature to prevent overheating by mutually controlling the engine speed, transmission gear position, and fan speed. The system's mutual execution and information feedback are completed through temperature sensors, electronic control units, and actuators. The engine water temperature sensor feeds back temperature T1 to the ECU, and the hydraulic retarder outlet water temperature sensor feeds back temperature T2 to the RCU. The RCU and ECU feed back water temperature information to the TCU via the CAN bus to obtain temperature information from each other. The ECU ultimately controls the electronically controlled silicone oil fan to perform closed-loop control to achieve the purpose of controlling the fan speed. The TCU controls the shift actuator to complete the downshift and upshift operation command requirements. The control of the transmission gear position can effectively control the engine speed within the ideal heat dissipation range. The control of the engine speed can also control the fan speed within the optimal range for water temperature heat dissipation requirements. Through continuous feedback and closed-loop control, the ideal working state of the water temperature of the entire vehicle heat dissipation system is achieved. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The drawings described herein are for illustration purposes only and are not intended to limit the scope of the present disclosure in any way.

[0019] In the attached figure: Figure 1 Schematic diagram of an AMT shift control system based on the inlet and outlet water temperatures of a hydraulic retarder of a commercial vehicle according to an embodiment of the present invention; Figure 2 A schematic diagram of a system communication frame according to an embodiment of the present invention; Figure 3 This is a schematic diagram of the calculation and control logic of the system according to an embodiment of the present invention; Figure 4 Schematic diagram of the water temperature control principle and control effect of an embodiment of the present invention. DETAILED DESCRIPTION

[0020] In order to enable those skilled in the art to better understand the technical solutions of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. 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 those of ordinary skill in the art without making any creative efforts should fall within the scope of protection of the present invention.

[0021] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one skilled in the art to which this invention pertains. The terms used in this specification of the present invention are for the purpose of describing specific embodiments only and are not intended to limit the present invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0022] It should be noted that in the claims, any reference signs placed between brackets shall not be construed as limiting the claims. The word "comprising" does not exclude the presence of components or steps not listed in the claim. The word "a" or "an" preceding a component does not exclude the presence of a plurality of such components. The present application may be implemented by means of hardware comprising several different components and by means of a suitably programmed computer. In a unit claim enumerating several means, several of these means may be embodied by one and the same item of hardware. The use of the words first, second, and third etc. does not indicate any order. These words may be interpreted as names. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being referred to. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. Throughout the description of this application, "plurality" means two or more, unless otherwise specifically defined. The present invention will be described in detail below with reference to the accompanying drawings.

[0023] A vehicle AMT shift control method of the present invention comprises the following steps: Receive the signal from the RCU of the hydraulic retarder. When the hydraulic retarder does not need to be turned on, collect the temperature T1 of the engine body and the current engine speed N3; when the hydraulic retarder needs to be turned on, collect the temperature T2 of the temperature sensor at the water outlet of the hydraulic retarder and the current engine speed N3; Calculate the corresponding target fan speed N2 according to temperature T1 and temperature T2 respectively; calculate the engine target speed according to the target fan speed N2 through the speed ratio relationship; Determine the difference between the target engine speed and the current engine speed N3. When the target engine speed is greater than the current engine speed N3, calculate the difference between the target engine speed and the current engine speed N3, and calculate the number of gears that the transmission needs to reduce based on the speed difference. A downshift signal is sent to the AMT automatic transmission to make the fan speed reach the target fan speed N2.

[0024] The present invention controls the shift actuator through the TCU to complete the downshift and upshift operation command requirements. The control of the transmission gear position can effectively control the engine speed within the ideal heat dissipation range.

[0025] The control of engine speed can also control the fan speed within the optimal range of water temperature cooling requirements. Through continuous feedback and closed-loop control, the ideal water temperature working state of the entire vehicle cooling system can be achieved.

[0026] Example 1 The following combination Figures 1 to 3 The specific embodiments of the present invention are further described.

[0027] In this embodiment, the vehicle has an engine, a fan, a hydraulic retarder and an AMT automatic transmission.

[0028] The engine is communicatively connected to the ECU, the retarder is communicatively connected to the RCU, and the AMT automatic transmission has a shift actuator, which is communicatively connected to the TCU. The ECU is the engine control unit, the TCU is the AMT automatic transmission control unit, and the RCU is the retarder control unit. In this embodiment, the engine has an engine water temperature sensor, the retarder outlet is equipped with a retarder outlet temperature sensor, and the fan is an electronically controlled silicone oil fan.

[0029] In this embodiment, the hydraulic retarder is turned on and off by the hydraulic retarder handle according to the requirements of the vehicle operating conditions. When there is a braking demand on a downhill slope, the hydraulic retarder is turned on Rmode=1, and when there is no retarder demand, Rmode=0.

[0030] The optimal operating coolant temperature of the engine is 90°C to 93°C. In this embodiment, the optimal operating coolant temperature of the engine is selected to be 93°C.

[0031] The target fan speed N2 is calculated by performing closed-loop control of PID feedback through △T1=T1-93℃.

[0032] The target required engine speed N2*i is calculated through the speed ratio relationship using the target fan speed N2, where i is the speed ratio between the fan speed and the engine speed when the fan is fully open and directly connected.

[0033] The target fan speed N2*i is compared with the current engine speed N3. At this time, the heat dissipation of the cooling system is only the heat generated by the engine body.

[0034] When N2*i<N3, it indicates that the engine meets the speed requirement of the fan closed-loop control within the current speed range, the heat dissipation demand is small, and the transmission does not need to increase the engine speed by downshifting.

[0035] When N2*i>N3, it indicates that the engine cannot meet the speed requirement of the fan closed-loop control within the current speed range, the cooling system has a large cooling demand, and the gearbox needs to downshift to increase the engine speed.

[0036] The number of gears that need to be reduced and the corresponding target gear are calculated by the speed difference between the target engine speed N2*i and N3, and the target gear G1 is switched by controlling the shift actuator through the TCU.

[0037] When the engine reaches the target speed N4, the ECU performs PID closed-loop control of the electronically controlled silicone oil fan through △N1=N2-N1 to make the speed reach N2, and achieves the purpose of temperature control through closed-loop control of temperature feedback and fan speed feedback.

[0038] When Rmode = 1, the hydraulic retarder is activated, indicating the desire to use the retarder for downhill braking. The heat generated by the cooling system is the sum of the heat generated by the engine and the retarder. The system's cooling requirement is greater than when the retarder is not activated. The temperature T2 of the retarder outlet temperature sensor and the current engine speed N3 are collected.

[0039] In this embodiment, the optimal operating coolant temperature of the hydraulic retarder is selected to be 93°C.

[0040] All heat is fed back through the T2 temperature sensor, and PID feedback closed-loop control is performed through △T2=T2-93℃ to calculate the target fan speed N2.

[0041] The target fan speed N2 is used to calculate the target engine speed N2*i through the speed ratio relationship. The target fan speed N2*i is compared with the current engine speed N3 for judgment.

[0042] When N2*i<N3, it indicates that the engine meets the speed requirement of the fan closed-loop control within the current speed range, the heat dissipation demand of the hydraulic retarder cooling system is small, and the transmission does not need to increase the engine speed by downshifting.

[0043] When N2*i>N3, it indicates that the engine cannot meet the speed requirement of the fan closed-loop control within the current speed range. The heat dissipation demand of the hydraulic retarder cooling system is large, the braking power is large, and the transmission needs to downshift to increase the engine speed.

[0044] The speed difference between the target engine speed N2*i and the current engine speed N3 calculates the number of gears the transmission needs to downshift and the corresponding target gear. The TCU controls the shift actuator to shift to target gear G1, and the engine reaches target speed N4. The ECU then performs closed-loop control using PID feedback using △N1=N2-N1 to calculate the target fan speed N2. Temperature control is achieved through closed-loop control using temperature feedback and fan speed feedback.

[0045] like Figure 4 The figure shows the effect of downshift water temperature control by fan, hydraulic retarder and AMT automatic transmission in this embodiment, wherein the dotted line is the engine speed N. It can be seen that the Figure 3 The control logic calculation method can stably control the temperatures of T1 and T2 at around 93°C. Increasing the engine speed through the AMT automatic transmission's downshift (Downshift) is most effective in reducing the temperatures of T1 and T2. When the water temperature is lower than 93°C, the AMT automatic transmission reduces the engine speed through upshift (Upshift) to reduce fuel consumption and avoid unnecessary over-braking losses.

[0046] This embodiment utilizes temperature sensors, an electronic control unit (ECU), and an actuator to implement system-wide interaction and information feedback. The engine water temperature sensor transmits temperature T1 to the ECU, while the retarder outlet water temperature sensor transmits temperature T2 to the retarder control unit (RCU). The RCU and ECU then communicate water temperature information to the TCU via the CAN bus, enabling them to exchange temperature information. The ECU ultimately controls the electronically controlled silicone oil fan through closed-loop control to achieve fan speed control. The TCU controls the shift actuator to execute downshift and upshift commands. Transmission gear control effectively maintains engine speed within the ideal heat dissipation range.

[0047] Example 2 A vehicle adopts the AMT shift control method of the vehicle, the vehicle comprising a radiator, a thermostat, a fan, an engine, a clutch, an AMT automatic transmission, a hydraulic retarder and a vehicle cooling system circulating water circuit; the engine and the AMT transmission are both connected to the clutch, and the hydraulic retarder is connected to the AMT transmission; the vehicle cooling system circulating water circuit sequentially connects the engine's liquid outlet, the hydraulic retarder, the thermostat to the engine's liquid inlet; the thermostat is connected to the radiator via the vehicle cooling system circulating water circuit, the engine is connected to the fan, and the fan is disposed adjacent to the thermostat and the radiator in the vehicle cooling system circulating water circuit.

[0048] Example 3 Based on the method of Example 1, a vehicle AMT shift control system is provided, comprising: The data acquisition module is used to receive the signal from the RCU of the hydraulic retarder. When the hydraulic retarder does not need to be turned on, it collects the temperature T1 of the engine body and the current engine speed N3; when the hydraulic retarder needs to be turned on, it collects the temperature T2 of the temperature sensor at the water outlet of the hydraulic retarder and the current engine speed N3; The first calculation module is used to calculate the corresponding target fan speed N2 according to the temperature T1 and the temperature T2; and calculate the engine target speed according to the target fan speed N2 through the speed ratio relationship; The judgment and calculation module is used to judge the size of the target engine speed and the current engine speed N3. When the target speed is greater than the current engine speed N3, the difference between the target engine speed and the current engine speed N3 is calculated, and the number of gears that the transmission needs to reduce is calculated based on the speed difference. The control module is used to send a downshift signal to the AMT automatic transmission to make the fan speed reach the target fan speed N2.

[0049] Example 4 The purpose of this embodiment is to provide an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the AMT shift control method of the vehicle when executing the computer program.

[0050] Example 5 The purpose of this embodiment is to provide a computer-readable storage medium, which stores a computer program. When the computer program is executed by a processor, it implements the AMT shift control method of the vehicle.

[0051] Example 6 The purpose of this embodiment is to provide a computer program product including a computer-readable medium, on which a computer-readable program code is contained, and the program code executes the AMT shift control method of the vehicle.

[0052] The steps involved in the devices of the above embodiments 3, 4, 5 and 6 correspond to those of the method embodiment 1. For the specific implementation methods, please refer to the relevant description part of embodiment 1.

[0053] Those skilled in the art will appreciate that the embodiments of the present application may be provided as methods, systems, or computer program products. Therefore, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment combining software and hardware. Furthermore, the present application may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to magnetic disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code. The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or block in the flowchart and / or block diagram, as well as the combination of processes and / or blocks in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 a process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks. These computer program instructions may also be stored in a computer readable memory that can direct a computer or other programmable data processing device to work in a specific manner, so that the instructions stored in the computer readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 a process or multiple processes and / or boxes Figure 1 The function specified in one or more boxes. These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operational steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing the instructions executed on the computer or other programmable device for implementing the process. Figure 1 a process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0054] Unless otherwise specified, the working modes or control modes involved in the above embodiments are all conventional working modes or control modes in the art.

[0055] Although the preferred embodiments of the present application have been described, those skilled in the art may make additional changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of the present application. Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of the present invention and are not limiting. Other modifications or equivalent substitutions made to the technical solution of the present invention by ordinary technicians in this field should be included in the scope of the claims of the present invention as long as they do not depart from the spirit and scope of the technical solution of the present invention.

Claims

1. A vehicle AMT shift control method, characterized in that: The following steps are involved: Receive the signal from the RCU of the hydraulic retarder, and when the hydraulic retarder does not need to be turned on, collect the engine body temperature T1 and the current engine speed N3; When the hydraulic retarder needs to be turned on, the temperature T2 of the temperature sensor at the water outlet of the hydraulic retarder and the current engine speed N3 are collected; Calculate the corresponding target fan speed N2 according to temperature T1 and temperature T2 respectively; calculate the engine target speed according to the target fan speed N2 through the speed ratio relationship; Determine the size of the engine target speed and the current engine speed N3. When the target speed is greater than the current engine speed N3; Calculate the difference between the target engine speed and the current engine speed N3, and calculate the number of gears that the transmission needs to reduce based on the speed difference; A downshift signal is sent to the AMT automatic transmission to make the fan speed reach the target fan speed N2.

2. The AMT shift control method for a vehicle according to claim 1, characterized in that: When the target speed is less than or equal to the current engine speed N3, the current engine speed N3 is maintained.

3. The AMT shift control method for a vehicle according to claim 1, characterized in that: The current engine speed N3 and the engine body temperature T1 are sent to the ECU, and the temperature T2 of the temperature sensor at the liquid outlet is sent to the RCU. The ECU and RCU send the temperature T1 and temperature T2 to the TCU via the CAN bus, and the gear is controlled by the TCU.

4. The AMT shift control method for a vehicle according to claim 1, characterized in that: The target fan speed N2 is calculated by performing PID closed-loop control based on the difference between temperature T1 and the optimal operating coolant temperature of the engine; the target fan speed N2 is calculated by performing PID closed-loop control based on the difference between temperature T2 and the optimal operating coolant temperature of the hydraulic retarder.

5. The AMT shift control method for a vehicle according to claim 4, characterized in that: The optimal operating coolant temperature of the engine and the optimal operating coolant temperature of the hydraulic retarder are both 90° C. to 93° C.

6. The AMT shift control method for a vehicle according to claim 1, characterized in that: The target engine speed is obtained by multiplying the target fan speed N2 by the speed ratio i between the fan speed and the engine speed when the fan is fully open and directly connected.

7. A vehicle, characterized in that: An AMT shift control method for a vehicle according to any one of claims 1 to 6 is adopted, wherein the vehicle has a radiator, a thermostat, a fan, an engine, a clutch, an AMT automatic transmission, a hydraulic retarder and a vehicle cooling system circulating water circuit; the vehicle cooling system circulating water circuit sequentially connects the engine's liquid outlet, the hydraulic retarder, the thermostat to the engine's liquid inlet; the thermostat is connected to the radiator through the vehicle cooling system circulating water circuit, the engine is connected to the fan, and the fan is arranged next to the thermostat and the radiator's vehicle cooling system circulating water circuit.

8. A vehicle AMT shift control system, characterized in that: include: The data acquisition module is used to receive the signal from the RCU of the hydraulic retarder and collect the temperature T1 of the engine body and the current speed N3 of the engine when the hydraulic retarder does not need to be turned on; When the hydraulic retarder needs to be turned on, the temperature T2 of the temperature sensor at the water outlet of the hydraulic retarder and the current engine speed N3 are collected; The first calculation module is used to calculate the corresponding target fan speed N2 according to the temperature T1 and the temperature T2; and calculate the engine target speed according to the target fan speed N2 through the speed ratio relationship; The judgment calculation module is used to judge the size of the engine target speed and the engine current speed N3. When the target speed is greater than the engine current speed N3; Calculate the difference between the target engine speed and the current engine speed N3, and calculate the number of gears that the transmission needs to reduce based on the speed difference; The control module is used to send a downshift signal to the AMT automatic transmission to make the fan speed reach the target fan speed N2.

9. An electronic device, characterized in that: It includes a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the AMT shift control method for the vehicle according to any one of claims 1 to 6 is implemented.

10. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the AMT shift control method for the vehicle according to any one of claims 1 to 6 is implemented.

11. A computer program product comprising a computer-readable medium, characterized in that The computer-readable medium contains computer-readable program code, and the program code executes the AMT shift control method for a vehicle according to any one of claims 1 to 6.

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