AMT reverse gear and gear engaging control method and system

Abstract

The invention provides an AMT (automated mechanical transmission) reverse gear and gear engaging control method and system, which are applied to the technical field of gear engaging control, and according to the method, multi-dimensional information is collected in real time, and the clutch engagement / disengagement rate, the gear shifting force and the gear selecting force in the reverse gear and gear engaging process are dynamically adjusted in combination with a predicted working condition and a self-learning control strategy. The method comprises the specific steps of firstly collecting vehicle state information and performing working condition prediction; the clutch pre-combination rate and the input shaft belt speed are dynamically adjusted according to the prediction result; in the gear engaging process, gear shifting force output is updated in real time based on an adaptive learning optimization module, and a control strategy is continuously optimized through an error feedback mechanism; and if the gear engaging fails, the system automatically executes a reengaging mechanism to ensure the gear engaging success rate. According to the method, the success rate of gear reversing and engaging and the gear shifting smoothness are improved, the method can effectively adapt to complex working conditions such as special scenes of ramps, low temperature and heavy loads, and the method has high intelligent self-adaptive capacity and wide engineering application prospects.

Description

Technical Field

[0001] This invention belongs to the field of gear shifting control technology, specifically relating to an AMT reverse gear shifting control method and system. Background Technology

[0002] Automatic manual transmissions (AMTs), combining the high transmission efficiency of manual transmissions with the ease of operation of automatic transmissions, are widely used in the commercial vehicle sector, playing a particularly important role in the modern automotive industry where smooth shifting and fuel economy are paramount. The AMT system, through the cooperation of an electronic control unit (TCU) and electro / hydraulic actuators, achieves automatic clutch control and automatic gear shifting, thereby reducing driver workload and improving overall driving comfort and handling efficiency.

[0003] When an AMT (Automated Manual Transmission) engages reverse, it first disengages the clutch to disconnect the power link between the engine and the transmission. Then, the reverse gear inside the transmission engages with the output shaft, creating a reverse power transmission path. The clutch is then gradually engaged, and while maintaining the direction of engine power input, power is transmitted in the opposite direction to the output shaft via an intermediate shaft gear set, ultimately driving the wheels to rotate backward. This design achieves reverse driving by changing the direction of gear meshing. AMT replaces the manual shifting operation of a manual transmission with electronic control, using the shift fork mechanism to drive the gears and complete the shift, reducing driving fatigue.

[0004] For cost reasons, AMT (Automated Manual Transmission) systems typically design their reverse gear without a synchronizer. Gear engagement relies on "coarse speed matching," lacking dynamic adaptation and fault-tolerance mechanisms. This can easily lead to "tooth grinding" during gear engagement, and long-term use can cause tooth wear and rounding, affecting engagement accuracy. The high gear ratio in reverse, coupled with the lack of a synchronizer, can easily result in excess power during shifting, causing shift shock. Increased hydraulic fluid viscosity at low temperatures can cause actuator delays, potentially leading to incomplete gear engagement and reverse gear disengagement, impacting transportation efficiency and driving safety.

[0005] Therefore, there is an urgent need for an AMT reverse gear shifting control method and system to improve the reverse gear success rate, reduce shifting shock, and enhance the system's adaptability to various complex working conditions. Summary of the Invention

[0006] In view of the above-mentioned problems in the prior art, the purpose of this invention is to provide an AMT reverse gear shifting control method, which aims to solve the problems of shifting failure, shifting shock and insufficient adaptability in the traditional AMT reverse gear shifting process.

[0007] An AMT reverse gear shifting control method includes the following steps: Step 1: Collect vehicle status information and sensor signals in real time, and construct a state vector; Step 2: Determine whether to enter the pre-gear shifting process based on the set trigger conditions. When all trigger conditions are met, the system issues a reverse gear request and enters the pre-gear shifting process. Step 3: Calculate the comprehensive load prediction value F based on the vehicle status information, and classify the working condition level C based on the comprehensive load prediction value F; Step 4: Determine the clutch pre-engagement rate based on the operating condition level and the current oil temperature, control the clutch to pre-engage from the fully disengaged position to the slipping point position, and actively drive the input shaft belt speed. Step 5: Monitor the input shaft speed in real time. When the input shaft speed is higher than the set target input shaft speed, it is considered that the belt speed is completed, the clutch engagement control is disengaged, and the clutch is disengaged from the current position and moves towards the fully disengaged point. Step 6: When the input shaft speed enters the gearable range, the gear shifting action is triggered. The gear selection motor and the gear shifting motor operate based on the corresponding motor output force determined by the adaptive learning module. The formula for calculating the motor output force is:

[0008] in, To be based on oil temperature The basic force is obtained by jointly looking up a table with operating condition level C; For the corresponding state vector, For the corresponding adaptive weights; Step 7: Judge the gear shift result and take corresponding corrective shifting actions.

[0009] Preferably, the vehicle status information includes the predicted vehicle speed, throttle opening, road slope angle, and road surface adhesion coefficient for the next few seconds; The sensor signals include input shaft speed, engine speed, clutch position, current vehicle speed, transmission oil temperature, shift motor position difference, and shift motor output current.

[0010] Preferably, the triggering conditions include: the current vehicle speed is not higher than the maximum vehicle speed limit, the clutch is in the fully disengaged position, the gear shift lever is in the reverse position, the brake pedal is in the active state, and the current transmission is not in the reverse state.

[0011] Preferably, the formula for calculating the comprehensive load forecast value F is:

[0012] In the formula, m is the total vehicle mass. The slope angle, For adhesion coefficient, For air density, Where A is the air resistance coefficient and A is the vehicle's frontal area. To predict vehicle speed.

[0013] Preferably, the operating condition level C includes: Level 1, Light Load C1: F < F1; Second level, medium load C2: F1≤F<F2; Level 3, Heavy Load C3: F≥F2; Where F is the comprehensive load forecast value, and F1 and F2 are the set thresholds.

[0014] Preferably, the formula for calculating the clutch pre-engagement rate is as follows:

[0015] In the formula, To determine the pre-bonding standard rate based on the current oil temperature from a table, This is the pre-coupling correction factor corresponding to the current operating condition level.

[0016] Preferably, the rate at which the clutch disengages from the current position is:

[0017] In the formula, To determine the standard separation rate based on the current oil temperature, This is the separation rate correction factor corresponding to the current operating condition level.

[0018] Preferably, the adaptive weight vector The update formula is:

[0019] in, For learning efficiency; The state feature vector is expressed as follows:

[0020] in, The difference between the target position and the current position of the motor. C represents the current oil temperature, C represents the operating condition level, and v represents the current vehicle speed. Input shaft speed, This represents the current peak output current of the selector / gear shifter motor. Let be the error function, and its expression is:

[0021] in These are the weighting coefficients. The deviation between the target position and the current position of the motor. For selecting / shifting gears, This represents the peak current during gear selection / shifting.

[0022] Preferably, step 7, judging the gear shift result and taking corresponding supplementary shift operations, is as follows: If the gear shift is successful, the process ends, and the system records the successful parameters of this round as a learning sample. If a gear shift fails, the number of failed shifts is incremented, the learning weight vector is updated, and it is determined whether the maximum number of failed shifts N has been exceeded. If the number of re-engagement attempts has not exceeded the limit, return to step S2 and re-execute the belt speed and gear shifting process to perform the re-engagement operation; If the number of attempts to re-attach exceeds the limit, a failure signal will be output to prompt the driver to intervene.

[0023] The second objective of this invention is to provide an AMT reverse gear shifting control system for implementing the aforementioned AMT reverse gear shifting control method, comprising a signal sensing module, a decision control module, and an execution drive module, wherein the signal sensing module is used to collect and process vehicle status information and sensor signals; The decision control module includes: Trigger condition judgment unit: used to determine whether the trigger condition for entering the reverse gear control process is met; Operating condition identification unit: Based on vehicle status information, calculates the comprehensive load prediction value F, and classifies the operating condition level accordingly; Clutch control unit: Dynamically calculates the pre-engagement rate and disengagement rate of the clutch based on the operating condition level and oil temperature; Shift decision unit: Triggers a shift action when the input shaft speed enters the ideal range; Adaptive learning unit: Updates the weight parameters of the motor control model online based on the result of each gear shift; The execution drive module receives instructions from the decision control module and drives the following actuators: Clutch actuator: precisely controls the engagement and disengagement of the clutch; Gear selection motor and gear engagement motor: The output force is determined through adaptive learning optimization to perform gear selection and gear engagement actions.

[0024] The AMT reverse gear shifting control method and system have the following beneficial effects: Improved adaptability and success rate of reverse gear shifting: Before reverse gear shifting, a state perception and comprehensive prediction mechanism for parameters such as vehicle slope, load, oil temperature, and vehicle speed is introduced. Based on multi-source sensor data, a load prediction model is built, which can realize the advance judgment of the actual shifting conditions, thereby dynamically adjusting key parameters such as shifting force output and clutch engagement / disengagement rate. This effectively avoids problems such as shifting failure and gear rebound caused by mismatched execution strategies, significantly improving the success rate of reverse gear shifting and adapting to complex environments such as slopes, low temperatures, and high loads.

[0025] Intelligent self-learning optimization of the gear shifting process: A self-learning optimization module based on execution status feedback was constructed. A dynamic weight update mechanism was adopted to self-correct and iteratively optimize the gear shifting execution force according to whether the gear shift was successful or not, the adaptive error function, and the state vector data. This allows the system control strategy to be continuously adjusted over time to match the actual use environment, thereby enhancing the intelligence and adaptability of the control system.

[0026] Supports collaborative predictive control with the vehicle control unit (VCU): It can work in conjunction with the vehicle control unit and combine information from other modules in the vehicle network (such as CAN) to jointly participate in the determination of reverse gear triggering and the identification of operating conditions, thereby realizing predictive reverse gear control. This enhances the systematicness and overall coordination of the reverse gear strategy and avoids unnecessary false triggering or delayed execution.

[0027] Reduce shift shock and improve driving comfort: By dynamically adjusting the clutch engagement rate, disengagement rate and shift force, the power shock and impact during reverse gearing can be significantly reduced, improving transmission smoothness and shift stability, and enhancing the overall driving comfort and handling experience.

[0028] It has high scalability and engineering feasibility: It does not rely on complex sensors or special structures. It can be embedded into the conventional TCU / VCU architecture to achieve functional upgrades simply by optimizing the existing AMT control process through algorithms. It is easy to deploy in existing vehicle control systems and has good engineering adaptability and industrialization prospects. Attached Figure Description

[0029] The accompanying drawings are provided to further illustrate the invention and form part of the specification. They are used in conjunction with embodiments of the invention to explain the invention and do not constitute a limitation thereof. In the drawings: Figure 1 This is the method flow of the present invention. Figure 1 ; Figure 2 This is the method flow of the present invention. Figure 2 ; Figure 3 This is a system block diagram of the present invention. Detailed Implementation

[0030] Example 1 like Figure 1 , Figure 2 As shown, an AMT reverse gear shifting control method includes the following steps: Step 1: Collect vehicle status information and sensor signals in real time, and construct a state vector.

[0031] Vehicle status information includes: predicted vehicle speed, throttle opening, road gradient angle, and road surface adhesion coefficient for the next few seconds. This vehicle status information is provided by the vehicle control unit (VCU).

[0032] Sensor signals include: input shaft speed, engine speed, clutch position, current vehicle speed, transmission oil temperature, shift motor position difference, and shift motor output current. These underlying physical quantities are directly acquired by the control unit (ECU) from the corresponding sensors.

[0033] Step 2: Determine whether to enter the pre-gear shifting process based on the set trigger conditions. When all trigger conditions are met, the system issues a reverse gear request and enters the pre-gear shifting process.

[0034] The trigger conditions set include: (1) The current vehicle speed is not higher than the maximum speed limit. The maximum speed limit is dynamically determined based on the current vehicle speed, transmission oil temperature, and road slope angle to avoid engaging reverse gear at excessive speed, which could lead to mechanical impact, gear damage, or safety accidents.

[0035] (2) The clutch is in the fully disengaged position. Ensure that the power is interrupted at this time to avoid shock when shifting gears during power transmission.

[0036] (3) The gear shift lever is in reverse. Understand the driver's intention and determine that the driver wants to enter the reverse gear process.

[0037] (4) The brake pedal is in an active state. That is, the brake sensor detects that the pedal is pressed and reaches a certain depth or force threshold to prevent the vehicle from reversing directly without braking, thus improving operational safety.

[0038] (5) The transmission is not currently in reverse gear. Avoid repeatedly engaging reverse gear to prevent shock or program deadlock.

[0039] Step 3: Calculate the comprehensive load prediction value F based on the vehicle status information, and classify the working condition level C based on the comprehensive load prediction value F.

[0040] The formula for calculating the comprehensive load forecast value F is:

[0041] In the formula, m is the total vehicle mass. The slope angle, For adhesion coefficient, For air density, Where A is the air resistance coefficient and A is the vehicle's frontal area. To predict vehicle speed.

[0042] Among them, the vehicle mass m and air density air drag coefficient Both the vehicle's frontal area A and slope angle are set by the manufacturer. Adhesion coefficient Predicting vehicle speed Provided by the vehicle controller.

[0043] Operating condition level C includes: Level 1, Light Load C1: F < F1.

[0044] Second level, medium load C2: F1≤F<F2.

[0045] Level 3, Heavy Load C3: F≥F2.

[0046] Where F is the comprehensive load prediction value, and F1 and F2 are the set comprehensive load thresholds, which can be adaptively configured according to different vehicle models, drive structures, transmission types, etc.

[0047] Under different loads, the synchronous speed of the input shaft required for reverse gear engagement varies, and the gear engagement window is highly variable. The working condition level is determined by comparing the calculated comprehensive load prediction value F with the set threshold. This enables adaptive adjustment of the target belt speed of the input shaft, precise setting of the allowable gear engagement speed range, and the ability to delay or advance the reverse gear shift action. Through dynamic adaptation, the success rate of gear engagement is improved.

[0048] Step 4: Determine the clutch pre-engagement rate based on the operating condition level and current oil temperature, and control the clutch to pre-engage from the fully disengaged position to the slipping point position in order to appropriately transmit torque so that the engine drives the input shaft speed to increase to the expected value.

[0049] The formula for calculating the pre-binding rate is as follows: .

[0050] In the formula, To determine the pre-bonding standard rate based on the current oil temperature from Table 1, This is the pre-coupling correction factor corresponding to the current operating condition level.

[0051] Table 1. Oil Temperature and Standard Clutch Pre-engagement Rate

[0052] Step 5: Monitor the input shaft speed in real time. When the input shaft speed is higher than the set target input shaft speed (i.e., the reverse gear synchronization condition is met), it is considered that the speed increase is complete. The clutch engagement control is then disengaged, causing the clutch to disengage from its current position and move towards the fully disengaged point, releasing the load in preparation for gear engagement. In this embodiment, the target input shaft speed and the clutch pre-engagement rate are synchronized, and the input shaft speed increases during the clutch pre-engagement operation.

[0053] The clutch disengagement rate is: .

[0054] To determine the standard separation rate based on the current oil temperature from Table 2, This is the separation rate correction factor corresponding to the current operating condition level.

[0055] Table 2 Oil Temperature and Standard Clutch Disengagement Rate

[0056] Step 6: When the input shaft speed enters the gear-engaging range, the gear shifting action is triggered. At this time, the gear selection motor and the gear shifting motor dynamically adjust their motor output force based on the adaptive learning module to ensure the smoothness and accuracy of the gear shifting process.

[0057] The formula for calculating the motor output force is as follows:

[0058] in, To be based on oil temperature The basic force is obtained by jointly looking up a table with operating condition level C; For the corresponding state vector, This is an adaptive weight vector.

[0059] Among them, the adaptive weight vector The update formula is:

[0060] in, For learning efficiency, Let be the error function, and its expression is:

[0061] in These are the weighting coefficients. The deviation between the target position and the current position of the motor. For selecting / shifting gears, This represents the peak current during gear selection / shifting.

[0062] The state feature vector is expressed as follows:

[0063] in, The difference between the target position and the current position of the motor. C represents the current oil temperature, C represents the operating condition level, and v represents the current vehicle speed. Input shaft speed, The peak value of the current output current of the selector / gear shifter motor.

[0064] Based on the above formula for calculating motor output force, the output force of the selected motor can be obtained as follows: :

[0065] in, The basic shifting force of the gear selector motor depends on the oil temperature. The value is obtained by referring to Table 3 in conjunction with the operating condition level C.

[0066] Table 3 Basic Gear Selection Force for Selecting Motors

[0067] The self-learning weight vector is dynamically updated, and its update formula is:

[0068] For learning efficiency.

[0069] The state feature vector is expressed as follows:

[0070] in, The difference between the target position and the current position of the selected motor. C represents the current oil temperature, C represents the operating condition level, and v represents the current vehicle speed. The current peak output current of the selected motor.

[0071] Let be the error function, and its expression is:

[0072] in, The deviation between the target position and the current position of the selected motor. For execution time, This refers to the peak current during the selection period. These are the weighting coefficients.

[0073] Based on the above formula for calculating the motor output force, the output force of the shift motor can be obtained as follows: :

[0074] in, This is the basic shifting force of the shift motor, which depends on the oil temperature. The value is obtained by referring to Table 4 in conjunction with the operating condition level C.

[0075] Table 4 Basic shifting force of the shift motor

[0076] The self-learning weight vector is dynamically updated, and its update formula is:

[0077] For learning efficiency.

[0078] The state feature vector is expressed as follows:

[0079] in, The difference between the target position and the current position of the selected motor. The current oil temperature is represented by C, which indicates the operating condition level. Input shaft speed, The current peak output current of the selected motor.

[0080] Let be the error function, and its expression is:

[0081] in, The deviation between the target position and the current position of the shift motor. For shifting gears, This refers to the peak current during gear shifting. These are the weighting coefficients.

[0082] Step 7: Gear Attachment Result Judgment and Supplementary Attachment Mechanism If the gear shift is successful, the process ends, and the system records the successful parameters of this round as a learning sample. If a gear shift fails, the number of failed shifts is incremented, the learning weight vector is updated, and it is determined whether the maximum number of failed shifts N has been exceeded. If the number of re-engagement attempts has not exceeded the limit, return to step 2 and re-execute the belt speed and gear shifting process to perform the re-engagement operation; If the number of attempts to re-attach exceeds the limit, a failure signal will be output to prompt the driver to intervene.

[0083] Example 2 like Figure 3 As shown, an AMT reverse gear shifting control system is used to implement the AMT reverse gear shifting control method as described in Embodiment 1, including a signal sensing module, a decision control module, and an execution drive module.

[0084] The signal sensing module is used to collect and process vehicle status information and sensor signals.

[0085] The decision control module includes: Trigger condition judgment unit: used to determine whether the trigger condition for entering the reverse gear control process is met; Operating condition identification unit: Based on vehicle status information, calculates the comprehensive load prediction value F, and classifies the operating condition level accordingly; Clutch control unit: Dynamically calculates the pre-engagement rate and disengagement rate of the clutch based on the operating condition level and oil temperature; Shift decision unit: Triggers a shift action when the input shaft speed enters the ideal range; Adaptive learning unit: Updates the weight parameters of the motor control model online based on the result of each gear shift; The execution drive module receives instructions from the decision control module and drives the following actuators: Clutch actuator: precisely controls the engagement and disengagement of the clutch; Gear selection motor and gear engagement motor: The output force is determined through adaptive learning optimization to perform gear selection and gear engagement actions.

[0086] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A method for controlling reverse gear engagement in an automated manual transmission (AMT), characterized in that, Includes the following steps: Step 1: Collect vehicle status information and sensor signals in real time, and construct a state vector; Step 2: Determine whether to enter the pre-gear shifting process based on the set trigger conditions. When all trigger conditions are met, the system issues a reverse gear request and enters the pre-gear shifting process. Step 3: Calculate the comprehensive load prediction value F based on the vehicle status information, and classify the working condition level C based on the comprehensive load prediction value F; Step 4: Determine the clutch pre-engagement rate based on the operating condition level and the current oil temperature, control the clutch to pre-engage from the fully disengaged position to the slipping point position, and actively drive the input shaft belt speed. Step 5: Monitor the input shaft speed in real time. When the input shaft speed is higher than the set target input shaft speed, it is considered that the belt speed is completed, the clutch engagement control is disengaged, and the clutch is disengaged from the current position and moves towards the fully disengaged point. Step 6: When the input shaft speed enters the gearable range, the gear shifting action is triggered. The gear selection motor and the gear shifting motor operate based on the corresponding motor output force determined by the adaptive learning module. The formula for calculating the motor output force is: in, The basic force is obtained by jointly looking up tables based on oil temperature and operating condition level; For the corresponding state vector, This is the corresponding adaptive weight vector; Step 7: Judge the gear shift result and take corresponding corrective shifting actions.

2. The AMT reverse gear shifting control method according to claim 1, characterized in that, The vehicle status information includes the predicted vehicle speed, throttle opening, road slope angle, and road surface adhesion coefficient for the next few seconds; The sensor signals include input shaft speed, engine speed, clutch position, current vehicle speed, transmission oil temperature, shift motor position difference, and shift motor output current.

3. The AMT reverse gear shifting control method according to claim 1, characterized in that, The triggering conditions include: the current vehicle speed is not higher than the maximum vehicle speed limit, the clutch is in the fully disengaged position, the gear shift lever is in the reverse position, the brake pedal is in the active state, and the current transmission is not in the reverse state.

4. The AMT reverse gear shifting control method according to claim 2, characterized in that, The formula for calculating the comprehensive load forecast value F is as follows: In the formula, m is the total vehicle mass. The slope angle, For adhesion coefficient, For air density, Where A is the air resistance coefficient and A is the vehicle's frontal area. To predict vehicle speed.

5. The AMT reverse gear shifting control method according to claim 4, characterized in that, The operating condition level C includes: Level 1, Light Load C1: F < F1; Second level, medium load C2: F1≤F<F2; Level 3, Heavy Load C3: F≥F2; Where F is the comprehensive load forecast value, and F1 and F2 are the set comprehensive load thresholds.

6. The AMT reverse gear shifting control method according to claim 1, characterized in that, The formula for calculating the clutch pre-engagement rate is as follows: In the formula, To determine the pre-bonding standard rate based on the current oil temperature from a table, This is the pre-coupling correction factor corresponding to the current operating condition level.

7. The AMT reverse gear shifting control method according to claim 1, characterized in that, The rate at which the clutch disengages from its current position is: In the formula, To determine the standard separation rate based on the current oil temperature, This is the separation rate correction factor corresponding to the current operating condition level.

8. The AMT reverse gear shifting control method according to claim 1, characterized in that, The adaptive weight vector The update formula is: in, For learning efficiency; The state feature vector is expressed as follows: in, The difference between the target position and the current position of the motor. C represents the current oil temperature, C represents the operating condition level, and v represents the current vehicle speed. For input shaft speed, This represents the current peak output current of the selector / gear shifter motor. Let be the error function, and its expression is: in These are the weighting coefficients. The deviation between the target position and the current position of the motor. For selecting / shifting gears, This represents the peak current during gear selection / shifting.

9. The AMT reverse gear shifting control method according to claim 1, characterized in that, Step 7 involves judging the gear shift result and taking corresponding corrective shift operations. The specific process is as follows: If the gear shift is successful, the process ends, and the system records the successful parameters of this round as a learning sample. If a gear shift fails, the number of failed shifts is incremented, the learning weight vector is updated, and it is determined whether the maximum number of failed shifts N has been exceeded. If the number of re-engagement attempts has not exceeded the limit, return to step S2 and re-execute the belt speed and gear shifting process to perform the re-engagement operation; If the number of attempts to re-attach exceeds the limit, a failure signal will be output to prompt the driver to intervene.

10. An AMT reverse gear shifting control system, characterized in that, The AMT reverse gear shifting control method as described in any one of claims 1-9 includes a signal sensing module, a decision control module, and an execution drive module, wherein the signal sensing module is used to collect and process vehicle status information and sensor signals. The decision control module includes: Trigger condition judgment unit: used to determine whether the trigger condition for entering the reverse gear control process is met; Operating condition identification unit: Based on vehicle status information, calculates the comprehensive load prediction value F, and classifies the operating condition level accordingly; Clutch control unit: Dynamically calculates the pre-engagement rate and disengagement rate of the clutch based on the operating condition level and oil temperature; Shift decision unit: Triggers a shift action when the input shaft speed enters the ideal range; Adaptive learning unit: Updates the weight parameters of the motor control model online based on the result of each gear shift; The execution drive module receives instructions from the decision control module and drives the following actuators: Clutch actuator: precisely controls the engagement and disengagement of the clutch; Gear selection motor and gear engagement motor: The output force is determined through adaptive learning optimization to perform gear selection and gear engagement actions.

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