Vehicle driving motor two-gear AMT device and gear shifting control method thereof

Abstract

The invention belongs to the technical field of transmission devices, and particularly relates to a vehicle driving motor two-gear AMT device and a gear shifting control method thereof.The device comprises a driving motor, a wet friction plate clutch, a one-way overrunning clutch, a synchronizer, a two-gear gear train mechanism and a differential mechanism; the motor control unit MCU, the whole vehicle control unit VCU and the automatic gearbox control unit TCU are integrated on one control chip, gear shifting communication delay is shortened, gear shifting time is shortened, gear shifting of a first gear is achieved through joint action of the synchronizer and the one-way overrunning clutch, it is guaranteed that the gear shifting time is short, meanwhile, gear shifting impact and pause are effectively restrained, and gear shifting efficiency is improved. The friction force of the friction plate and the braking force of the driving motor are controlled to jointly reduce the speed, the target rotating speed is reached at the fastest speed, the problems that a traditional two-gear box is long in downshift time and large in gear shifting pause feeling are solved, and during downshift, the gear shifting time is shortened through the one-way overrunning clutch, and the problems that the traditional two-gear box is long in downshift time and large in gear shifting pause feeling are solved.

Description

Technical Field

[0001] The present invention belongs to the technical field of transmission devices, and more specifically relates to a two-speed AMT device for a vehicle drive motor and a shift control method thereof. Background Art

[0002] Currently, the powertrain motors installed in new energy passenger vehicles, including electric vehicles (EVs), hybrid electric vehicles (HEVs / PHEVs), extended-range electric vehicles (REEVs), and fuel cell vehicles (FCEVs), mostly use permanent magnet synchronous motor (IPMSM) assembly systems equipped with a fixed reduction ratio single-speed gearbox, and are not equipped with two-speed or multi-speed gearboxes.

[0003] The main defects of a single-speed gearbox are as follows: (1) Weak acceleration capability at medium and high speeds: In the medium and high speed range, the drive motor equipped with a single-speed gearbox runs at a high speed, and the drive motor rotor generates a high back electromotive force, requiring a large weak magnetic control, resulting in a decrease in drive torque, insufficient acceleration capability and a limited maximum vehicle speed; (2) Low efficiency at medium and high speeds, reducing cruising range: The drive motor has low operating efficiency at medium and high speeds, and cruising at medium and high speeds will greatly reduce the cruising range of the vehicle; (3) Serious NVH and thermal management problems: Under the same operating conditions, the drive motor speed will increase, resulting in aggravated NVH and thermal management problems of the drive motor and transmission gear shaft system.

[0004] In order to solve the defects of the above-mentioned single-speed permanent magnet synchronous motor (IPMSM) assembly system, two-speed and multi-speed technologies have emerged in the existing technology and have been mass-produced and applied in light truck and heavy truck hybrid models.

[0005] It has obvious advantages in power and economy: (1) Increase low-speed climbing grade: The speed ratio of the first gear of the two-speed box is greater than that of the single-speed box, so that there is greater driving torque when starting and climbing, which can improve low-speed climbing grade; (2) Increase the maximum speed: The speed ratio of the second gear of the two-speed box is less than that of the single-speed box, which can increase the maximum speed of the whole vehicle; (3) Improve the driving efficiency of the whole vehicle: Switching from the non-economic and efficient zone of 1st gear to the economic and efficient zone of 2nd gear in the medium and high-speed areas can increase the overall operating efficiency of the powertrain, thereby improving the driving efficiency of the whole vehicle.

[0006] However, the two-speed and multi-speed gearboxes mentioned above mostly use gearboxes with synchronizers, which have obvious disadvantages: (1) the synchronizer shifting time is long and there is power interruption, which reduces driving smoothness; (2) there is obvious jerking during gear shifting, which reduces riding comfort. Summary of the Invention

[0007] In response to the shortcomings of the existing technology, the present invention provides a two-speed AMT device for a vehicle drive motor and a shift control method thereof, which reduces the long shift time and obvious shift jerk of the current two-speed box, and improves the smoothness of vehicle handling and ride comfort.

[0008] To achieve the above-mentioned objectives, the present invention provides the following technical solution: a two-speed AMT device for a vehicle drive motor, comprising a drive motor, a wet friction plate clutch, a one-way overrunning clutch, a synchronizer, a two-speed gear train mechanism and a differential, wherein the two-speed gear train mechanism comprises a first-speed gear pair and a second-speed gear pair, the first-speed gear pair comprises a first-speed driving gear and a first-speed driven gear, the second-speed gear pair comprises a second-speed driving gear and a second-speed driven gear, the first-speed driving gear and the second-speed driving gear are located on the same input shaft, the input shaft is connected to the drive motor, the wet friction plate clutch is connected between the second-speed driving gear and the input shaft, the first-speed driven gear and the second-speed driven gear are located on the same output shaft, the one-way overrunning clutch and the synchronizer are respectively located between the first-speed driven gear and the output shaft, and respectively located on both sides of the first-speed driven gear, and a reduction transmission gear pair is provided between the output shaft and the differential.

[0009] Furthermore, the first gear gear pair is a reduction gear pair, the second gear gear pair is an acceleration gear pair, the first gear driving gear is smaller than the second gear driving gear, and the first gear passive gear is larger than the second gear passive gear.

[0010] Furthermore, the outer ring of the one-way overrunning clutch is connected to the first gear driven gear, and the inner ring of the one-way overrunning clutch is connected to the output shaft.

[0011] The shift control method of a two-speed AMT device includes a motor control unit MCU, a vehicle control unit VCU, and an automatic transmission control unit TCU. The shift control method is as follows: When shifting up, the first gear becomes the second gear. The shift MAP in the VCU receives the data of vehicle speed increase and accelerator pedal depression to form a shift command. The VCU sends a one-way overrunning clutch disengagement command to the TCU. The TCU feeds back the VCU after completing the one-way overrunning clutch disengagement. The VCU then sends a synchronizer disengagement command to the TCU. The TCU feeds back the VCU after completing the synchronizer disengagement. The VCU sends a speed regulation command. The MCU feeds back the actual speed command to complete the speed regulation. The VCU sends a wet friction plate clutch engagement command. The TCU feeds back the VCU after completing the wet friction plate clutch engagement. The VCU outputs a positive torque increase command and ends the shift up logic. At this time, the shift up is completed. When downshifting, when the second gear becomes the first gear, the shift MAP in the VCU receives the data of vehicle speed reduction, accelerator pedal release, and brake pedal depression to form a shift command. The VCU issues a wet friction plate clutch disengagement command. The TCU feeds back the VCU after completing the disengagement of the wet friction plate clutch. The VCU issues a speed regulation command to the MCU, and the MCU feeds back the actual speed. When the VCU determines that the speed regulation is completed, the VCU then issues a synchronizer 4 and a one-way overrunning clutch 3 engagement command to the TCU. The TCU feeds back the VCU after completing the synchronizer 4 and the one-way overrunning clutch 3 engagement. The VCU outputs a positive torque increase command and ends the downshift logic. At this time, the downshift is completed.

[0012] Furthermore, during upshift and downshift control, the speed control unit in the MCU feeds back the actual motor speed to the VCU, and the torque control unit feeds back the actual motor torque to the VCU; Furthermore, in first gear, the wet friction plate clutch is disengaged, separating the drive motor from the second gear driving gear, and transmitting power to the first gear driven gear through the first gear driving gear, which drives the output shaft to rotate through the one-way overrunning clutch. At this time, the synchronizer is disengaged, and the second gear driven gear drives the second gear driving gear to idle; In the second gear, the wet friction plate clutch is engaged, and the second gear driving gear transmits power to the second gear driven gear, which drives the output shaft to rotate. Due to the one-way overrunning clutch between the output shaft and the first gear driven gear, the synchronizer is disengaged at this time, causing the first gear driving gear and the first gear driven gear to idle; When reverse gear is engaged and vehicle kinetic energy is recovered, the synchronizer engages, the wet friction plate clutch disengages, and power is transmitted through the first gear gear pair.

[0013] Furthermore, during upshifting, when the VCU issues a speed regulation command, the friction force of the wet friction plate clutch and the braking force of the drive motor are used together to achieve deceleration, reaching the target speed at the fastest speed.

[0014] Compared with the prior art, the present invention has the following beneficial effects: a two-speed AMT device comprises a drive motor, a wet friction plate clutch, a one-way overrunning clutch, a synchronizer, a two-speed gear train mechanism, and a differential. The shift control strategy is coordinated by three control units: the motor control unit (MCU), the vehicle control unit (VCU), and the automatic transmission control unit (TCU), all integrated into a single control chip. This significantly reduces shift communication delays and shift times. First gear shifts are jointly operated by the synchronizer and the one-way overrunning clutch, ensuring short shift times while effectively suppressing shift shock and jerk. By controlling the friction of the friction plate and the braking force of the drive motor, the vehicle is decelerated to reach the target speed at the fastest possible speed. This solves the long downshift times and significant shift jerk associated with conventional two-speed transmissions. In the downshift strategy, the one-way overrunning clutch significantly reduces shift times, resolving the long downshift times and significant shift jerk associated with conventional two-speed transmissions. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 This is a schematic structural diagram of a two-speed AMT device according to the present invention; Figure 2 This is a schematic diagram of the installation position of the two-speed AMT device of the present invention in the vehicle; Figure 3 The shift control strategy for upshifting of a two-speed AMT device of the present invention; Figure 4 The shift control strategy for downshifting of a two-speed AMT device of the present invention; Figure 5 This is a relationship diagram between vehicle speed and accelerator pedal opening when shifting up or down the two-speed AMT device of the present invention; Figure 6 This is a moving position signal diagram of the shift motor on the synchronizer in the two-speed AMT device of the present invention.

[0016] Reference numerals: drive motor 1; wet friction plate clutch 2; one-way overrunning clutch 3; synchronizer 4; differential 5; first gear driving gear 6; first gear driven gear 7; second gear driving gear 8; second gear driven gear 9; input shaft 10; output shaft 11; reduction transmission gear pair 12. DETAILED DESCRIPTION

[0017] In the description of the present invention, it should be noted that, for directional words, such as the terms "center", "horizontal (X)", "longitudinal (Y)", "vertical (Z)", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise" and the like, indicating directions and positional relationships, are based on the directions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and cannot be understood as limiting the specific scope of protection of the present invention.

[0018] 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 technical features. Therefore, the terms "first" and "second" may explicitly or implicitly refer to one or more of these features. Throughout the description of the present invention, "several" and "a number" mean two or more, unless otherwise specifically defined.

[0019] Reference Figures 1 to 4 The present invention is further described.

[0020] A two-speed AMT device for a vehicle drive motor 1 includes a drive motor 1, a wet friction plate clutch 2, a one-way overrunning clutch 3, a synchronizer 4, a two-speed gear train mechanism and a differential 5. The two-speed gear train mechanism includes a first-speed gear pair and a second-speed gear pair. The first-speed gear pair includes a first-speed driving gear 6 and a first-speed driven gear 7. The second-speed gear pair includes a second-speed driving gear 8 and a second-speed driven gear 9. The first-speed driving gear 6 and the second-speed driving gear 8 are located on the same input shaft 10, and the input shaft 10 is connected to the drive motor 1. The wet friction plate clutch 2 is connected between the second-speed driving gear 8 and the input shaft 10. The first-speed driven gear 7 and the second-speed driven gear 9 are located on the same output shaft 11. The one-way overrunning clutch 3 and the synchronizer 4 are respectively located between the first-speed driven gear 7 and the output shaft 11, and are respectively located on both sides of the first-speed driven gear 7. A reduction transmission gear pair 12 is provided between the output shaft 11 and the differential 5.

[0021] like Figure 1 As shown, in this example, preferably, the first gear gear pair is a reduction gear pair, the second gear gear pair is an acceleration gear pair, the first gear driving gear 6 is smaller than the second gear driving gear 8, and the first gear driven gear 7 is larger than the second gear driven gear 9.

[0022] like Figure 1 As shown, in this example, preferably, the outer ring of the one-way overrunning clutch 3 is connected to the first gear driven gear 7 , and the inner ring of the one-way overrunning clutch 3 is connected to the output shaft 11 .

[0023] The shift control method of the two-speed AMT device adopts the above-mentioned vehicle drive motor 1 two-speed AMT device, including a motor control unit MCU, a vehicle control unit VCU and an automatic transmission control unit TCU, and the shift control method is: When shifting up, the first gear becomes the second gear. The shift MAP in the VCU receives the vehicle speed increase and accelerator pedal depression data to form a shift command. The VCU sends a one-way overrunning clutch 3 disengagement command to the TCU. The TCU feeds back the VCU after completing the disengagement of the one-way overrunning clutch 3. The VCU then sends a synchronizer 4 disengagement command to the TCU. The TCU feeds back the VCU after completing the disengagement of the synchronizer 4. The VCU sends a speed regulation command. The MCU feeds back the actual speed command to complete the speed regulation. The VCU sends a wet friction plate clutch 2 gear engagement command. The TCU feeds back the VCU after completing the gear engagement of the wet friction plate clutch 2. The VCU outputs a positive torque increase command and ends the shift up logic. At this time, the shift up is completed.

[0024] like Figure 5 As shown, the horizontal axis is vehicle speed (km / h), the vertical axis is driving force (Nm), which is also the accelerator pedal opening. The left line is the downshift line, and the area on its left is the first gear area. The right line is the upshift line, and the area on its right is the second gear area. The middle area between the two lines is the common area, which can be the first gear area or the second gear area.

[0025] Specifically, the division of the entire area, that is, the positions of the upshift line and the downshift line, can be changed according to different vehicle models.

[0026] The VCU issues a shift command (first gear to second gear): in first gear, the vehicle speed and accelerator pedal opening are both located in the left area (first gear area plus common area, the entire area can be regarded as the first gear area) of the shift-up line (i.e., the vehicle speed is 100km / h, and the accelerator pedal opening is 0% to 10%, the vehicle speed is 100-120km / h, and the accelerator pedal opening is 10% to 90%, and the vehicle speed is 120km / h, and the accelerator pedal opening is 90% to 100%). When the vehicle speed and accelerator pedal opening cross the shift-up line (from the first gear area to the second gear area), the VCU issues a first gear to second gear command.

[0027] After the VCU issues the shift command, it sends the one-way overrunning clutch 3 shift disengagement command to the TCU: Figure 6 As shown, first, the TCU drives the small shift motor (attached Figure 2 The Shift Motor connected to the synchronizer drives the synchronizer to change state) moves the position from P1st to Pn, causing the synchronizer 4 to switch from the first gear state to the neutral state. When the speed of the outer wheel of the one-way overrunning clutch 3 is less than the speed of the inner wheel, the TCU determines that the one-way overrunning clutch 3 has completed the gear disengagement and feeds back the gear disengagement completion signal to the VCU.

[0028] After the VCU receives the gear disengagement completion signal from the one-way overrunning clutch 3, it sends a gear disengagement command to the synchronizer 4 to ensure that the small shift motor has moved from P1st to Pn. Because the Pn position has a large range (Pna-Pnb), if it is within the position range, it is determined that the gear disengagement of the synchronizer 4 is completed, and the information is fed back to the VCU.

[0029] After the synchronizer 4 disengages the gear, the VCU issues a speed control command: 1) The VCU sends a target speed command to the MCU. The MCU drives the TM motor 1 to reduce its speed to meet the target speed command. Since the first gear ratio is greater than the second gear ratio, the TM motor 1 must reduce its speed from high to low when shifting from first gear to second gear. 2) The MCU monitors the actual speed of TM motor 1 in real time and transmits the speed signal to the VCU; 3) The VCU compares the actual speed of TM motor 1 fed back by the MCU with the target command speed. When the difference between the two speeds is less than 50 rpm, the VCU determines that the speed regulation is complete.

[0030] After the speed regulation is completed, the VCU issues a gear shift command to the wet friction plate clutch 2: After receiving the gear shift command, the TCU drives the small gear shift motor to move the position from Pn to P2nd, so that the synchronizer 4 moves from the neutral state to the second gear state. After reaching the position, it is determined that the gear shift is completed, and the TCU sends a gear shift completion command to the VCU.

[0031] The VCU sends a target positive torque command to the MCU: The VCU sends a target positive torque command to the MCU. The executed mechanism is the MCU. The MCU drives the TM motor to respond to the target positive torque requirement and feeds back the actual torque to the VCU.

[0032] When downshifting, when the second gear becomes the first gear, the shift MAP in the VCU receives the data of vehicle speed reduction, accelerator pedal release, and brake pedal depression to form a shift command. The VCU issues a wet friction plate clutch 2 disengagement command. The TCU feeds back the VCU after completing the disengagement of the wet friction plate clutch 2. The VCU issues a speed regulation command to the MCU. The MCU feeds back the actual speed. When the VCU determines that the speed regulation is completed, the VCU then issues a synchronizer 4 gear engagement command and a one-way overrunning clutch 3 gear engagement command to the TCU. The TCU feeds back the VCU after completing the synchronizer 4 gear engagement and the one-way overrunning clutch 3 gear engagement. The VCU outputs a positive torque increase command and ends the downshift logic. At this time, the downshift is completed.

[0033] like Figure 5As shown, in second gear, the vehicle speed and accelerator pedal opening are both located in the area to the right of the downshift line (i.e., the vehicle speed is 10 km / h, and the accelerator pedal opening is 0% to 20%, the vehicle speed is 10-45 km / h, and the accelerator pedal opening is 20% to 90%, and the vehicle speed is 40-110 km / h, and the accelerator pedal opening is 90% to 100%) (the second gear area plus the common area, the entire area can be regarded as the second gear area). When the vehicle speed and accelerator pedal opening cross the downshift line (from the second gear area to the first gear area), the VCU issues a downshift command from second gear to first gear.

[0034] In addition, the top of the first gear area on the left side of the downshift line extends to the right to form a Kick Down area (forced downshift interval). The Kick Down area means that the current gear is second gear. If the throttle opening needs to exceed 90%, it means that the driver needs to accelerate the vehicle. At this time, downshifting from second gear to one gear provides greater driving force for vehicle acceleration.

[0035] The TCU issues a gear disengagement command to the wet friction plate clutch 2: first, the TCU drives the small gear shift motor to move the position from P2nd to Pn, that is, from second gear to neutral. After reaching the position, it is determined that the gear disengagement is completed, and the TCU sends a gear disengagement completion command to the VCU.

[0036] The VCU first issues a speed control command, and the MCU feeds back the actual speed command before the VCU speed control is completed. 1) The VCU issues a speed control command: The VCU sends a target speed command to the MCU. The MCU is the actuator, which drives the TM motor 1 to reduce the speed of the TM motor 1 to meet the target speed command requirement. Since the first gear ratio is greater than the second gear ratio, the TM motor 1 must increase its speed from a low speed to a high speed when downshifting from second gear to first gear. 2) The MCU monitors the actual speed of TM motor 1 in real time and transmits the speed signal to the VCU; 3) The VCU compares the actual speed of TM motor 1 fed back by the MCU with the target command speed. When the difference between the two speeds is less than 50 rpm, the VCU determines that the speed regulation is complete.

[0037] VCU sends a gear shift command to synchronizer 4: After TCU receives the gear shift command from VCU, Figure 6 As shown, the small shift motor is driven to move the position from Pn to P1st, so that the synchronizer 4 changes from the neutral state to the first gear state. After reaching the position, it is determined that the synchronizer is engaged in gear, and the gear engagement completion signal is fed back to the VCU.

[0038] The VCU simultaneously issues a gear shift command to the one-way overrunning clutch 3: when the speed of the outer wheel of the one-way overrunning clutch 3 is greater than the speed of the inner wheel, the TCU determines that the gear shift of the one-way overrunning clutch 3 is completed and feeds back a gear shift completion signal to the VCU.

[0039] Output positive torque command: The VCU sends the target positive torque command to the MCU. The executed mechanism is the MCU. The MCU drives the TM motor 1 to respond to the target positive torque requirement and feeds back the actual torque to the VCU.

[0040] In this example, preferably, during upshift and downshift control, the speed control unit in the MCU feeds back the actual speed of the motor to the VCU, and the torque control unit feeds back the actual torque of the motor to the VCU; In this embodiment, preferably, in first gear, the wet friction plate clutch 2 is disengaged, separating the drive motor 1 from the second gear driving gear 8, and transmitting power to the first gear driven gear 7 through the first gear driving gear 6, which drives the output shaft 11 to rotate through the one-way overrunning clutch 3. At this time, the synchronizer 4 is disengaged, and the second gear driven gear 9 drives the second gear driving gear 8 to idle; In the second gear, the wet friction plate clutch 2 is engaged, and the second gear driving gear 8 transmits power to the second gear driven gear 9, which drives the output shaft 11 to rotate. Due to the one-way overrunning clutch 3 between the output shaft 11 and the first gear driven gear 7, the synchronizer 4 is disengaged at this time, causing the first gear driving gear 6 and the first gear driven gear 7 to idle; When reverse gear is engaged and vehicle kinetic energy is recovered, synchronizer 4 is engaged, wet friction plate clutch 2 is disengaged, and power is transmitted through the first gear gear pair.

[0041] In this example, preferably, during upshifting, when the VCU issues a speed regulation command, the friction force of the wet friction plate clutch 2 and the braking force of the drive motor 1 are used to jointly achieve speed reduction, so as to reach the target speed at the fastest speed.

[0042] The above description is merely a preferred embodiment of the present invention. The scope of protection of the present invention is not limited to the above embodiment. All technical solutions based on the concept of the present invention are within the scope of protection of the present invention. It should be noted that for those skilled in the art, various improvements and modifications that do not depart from the principles of the present invention should also be considered within the scope of protection of the present invention.

Claims

1. A two-speed automatic transmission (AMT) device for a vehicle drive motor, characterized by: The invention comprises a drive motor, a wet friction plate clutch, a one-way overrunning clutch, a synchronizer, a two-speed gear train mechanism and a differential. The two-speed gear train mechanism comprises a first-speed gear pair and a second-speed gear pair. The first-speed gear pair comprises a first-speed driving gear and a first-speed driven gear. The second-speed gear pair comprises a second-speed driving gear and a second-speed driven gear. The first-speed driving gear and the second-speed driving gear are located on the same input shaft, which is connected to the drive motor. The wet friction plate clutch is connected between the second-speed driving gear and the input shaft. The first-speed driven gear and the second-speed driven gear are located on the same output shaft. The one-way overrunning clutch and the synchronizer are respectively located between the first-speed driven gear and the output shaft, and on both sides of the first-speed driven gear. A reduction transmission gear pair is provided between the output shaft and the differential.

2. The two-speed AMT device for a vehicle drive motor according to claim 1, characterized in that: The first gear gear pair is a reduction gear pair, the second gear gear pair is an acceleration gear pair, the first gear driving gear is smaller than the second gear driving gear, and the first gear driven gear is larger than the second gear driven gear.

3. The two-speed AMT device for a vehicle drive motor according to claim 1, characterized in that: The outer ring of the one-way overrunning clutch is connected to the first gear driven gear, and the inner ring of the one-way overrunning clutch is connected to the output shaft.

4. A shift control method for a two-speed automatic manual transmission (AMT) device, using the two-speed AMT device for a vehicle drive motor as claimed in claim 1 or 2, characterized in that: Including the motor control unit MCU, vehicle control unit VCU and automatic transmission control unit TCU, the shift control method is: When shifting up, the first gear becomes the second gear. The shift MAP in the VCU receives the data of vehicle speed increase and accelerator pedal depression to form a shift command. The VCU sends a one-way overrunning clutch disengagement command to the TCU. The TCU feeds back the VCU after completing the one-way overrunning clutch disengagement. The VCU then sends a synchronizer disengagement command to the TCU. The TCU feeds back the VCU after completing the synchronizer disengagement. The VCU sends a speed regulation command. The MCU feeds back the actual speed command to complete the speed regulation. The VCU sends a wet friction plate clutch engagement command. The TCU feeds back the VCU after completing the wet friction plate clutch engagement. The VCU outputs a positive torque increase command and ends the shift up logic. At this time, the shift up is completed. When downshifting, when the second gear becomes the first gear, the shift MAP in the VCU receives the data of vehicle speed reduction, accelerator pedal release, and brake pedal depression to form a shift command. The VCU issues a wet friction plate clutch disengagement command. The TCU feeds back the VCU after completing the disengagement of the wet friction plate clutch. The VCU issues a speed regulation command to the MCU. The MCU feeds back the actual speed. When the VCU determines that the speed regulation is completed, the VCU then sends a synchronizer gear engagement command and a one-way overrunning clutch gear engagement command to the TCU. The TCU feeds back the VCU after completing the synchronizer gear engagement and the one-way overrunning clutch gear engagement. The VCU outputs a positive torque increase command and ends the downshift logic. At this time, the downshift is completed.

5. The shift control method of a two-speed automatic manual transmission (AMT) according to claim 4, characterized in that: During upshift and downshift control, the speed control unit in the MCU feeds back the actual motor speed to the VCU, and the torque control unit feeds back the actual motor torque to the VCU.

6. The shift control method of a two-speed automatic manual transmission (AMT) according to claim 4, characterized in that: In first gear, the wet friction plate clutch disengages, separating the drive motor from the second gear driving gear. Power is transmitted to the first gear driven gear through the first gear driving gear, and the output shaft is driven to rotate through the one-way overrunning clutch. At this time, the synchronizer is disengaged, and the second gear driven gear drives the second gear driving gear to idle. In the second gear, the wet friction plate clutch is engaged, and the second gear driving gear transmits power to the second gear driven gear, which drives the output shaft to rotate. Due to the one-way overrunning clutch between the output shaft and the first gear driven gear, the synchronizer is disengaged at this time, causing the first gear driving gear and the first gear driven gear to idle; When reverse gear is engaged and vehicle kinetic energy is recovered, the synchronizer engages, the wet friction plate clutch disengages, and power is transmitted through the first gear gear pair.

7. The shift control method of a two-speed automatic manual transmission (AMT) according to claim 4, characterized in that: During upshifting, when the VCU issues a speed regulation command, the friction force of the wet friction plate clutch and the braking force of the drive motor are used together to reduce the speed, reaching the target speed at the fastest speed.

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