Clutch control method and device in starting process of AMT gearbox and medium

Abstract

The invention provides a clutch control method and device in the starting process of an AMT gearbox and a medium, and belongs to the technical field of AMT control. When an accelerator is stepped on, a clutch is engaged until an engine is synchronous with the rotating speed of an input shaft; after synchronization, clutch positions are kept, and working conditions are monitored; and when the accelerator is loosened and braking is not performed, whether separation to the transition position is performed is judged according to the slip rate. When a brake is treaded, separating to a semi-linkage point after the rotating speed is reduced to a threshold value, and continuously separating to a transition position after the rotating speed fluctuation of the input shaft reaches the standard; when the accelerator is continuously stepped on, the target position of the clutch is adjusted, and timing is reset; when the transition position is overtime, the neutral gear is engaged to engage the clutch; and finishing the process when the conditions of joint completion, protection logic execution or working condition disappearance are met. Through rotating speed synchronous control, slip rate monitoring and a multi-working-condition response strategy, stable engagement and disengagement of the clutch are achieved, slip wear loss is reduced, and driving comfort is improved; and the control performance of the AMT gearbox is optimized in combination with overtime protection and state monitoring.

Description

TECHNICAL FIELD

[0001] The application belongs to the technical field of automatic mechanical transmission (AMT) control, and particularly relates to an AMT transmission starting process clutch control method, device and medium. BACKGROUND

[0002] AMT transmissions are widely used in commercial vehicles and some passenger vehicles due to their simple structure and low cost.

[0003] In related technologies, clutch engagement is performed based on a preset slope, and the rotational speed is not synchronized, which may cause forced engagement. If the engagement is too fast, the rotational speed difference between the engine and the input shaft is large, and the clutch plate instantaneously rubs to generate an impact. If the engagement is too slow, power transmission is delayed, the sliding friction time is long, and clutch wear is aggravated.

[0004] In related technologies, the clutch is immediately separated during braking. If the separation is too early, the input shaft is prone to severe rotational speed fluctuations due to the loss of damping. If the separation is too late, the engine power and the braking resistance conflict, which aggravates the transmission system impact and affects the braking safety. Moreover, if the clutch is in the transition position without transmission torque for a long time without throttle operation, the clutch plate is prone to rust due to long-term separation, or the transmission is prone to mis-triggering of power due to idling, which affects the service life and safety of the components. SUMMARY

[0005] The application provides an AMT transmission starting process clutch control method, which precisely matches the engine torque, rotational speed and vehicle state to achieve full-condition adaptability control during the starting process.

[0006] The method comprises the following steps: S101: When it is detected that the accelerator is depressed, the clutch is engaged until the engine rotational speed and the input shaft rotational speed are synchronized. S102: When the engine and input shaft rotational speeds are synchronized, the current position of the clutch is maintained, and it is monitored whether the throttle is released, the brake is operated, the gear is requested to be shifted, and the clutch holding time reaches a first predetermined time. S103: If the throttle is released and the brake is not operated during the starting process, the clutch position is maintained and the slip rate is calculated. If the slip rate is non-zero and continuously exceeds a second predetermined time, the clutch is separated to a transition position. If the slip rate is zero, the clutch is completely engaged according to the slope after the time reaches the first predetermined time. S104: If the brake is depressed during the starting process, the clutch separation rotational speed threshold is calculated. When the engine rotational speed drops to the clutch separation rotational speed threshold, the clutch is separated to a half-linkage point. After the input shaft rotational speed fluctuation is lower than a predetermined threshold, the clutch is separated to the transition position. S105: If the accelerator is pressed during the start-up process, the clutch target position is adjusted and the clutch engagement is controlled to restore power transmission, and the duration timer is reset. S106: If the clutch is in the transition position and no throttle operation is detected to exceed the third predetermined time, control the transmission to shift to neutral and then engage the clutch by pressing the slope. S107: The clutch control process ends when the clutch is engaged, the protection logic is executed, or all operating condition monitoring conditions disappear.

[0007] Preferably, S101 specifically includes the following steps: Acquire sensor signals for engine speed and transmission input shaft speed; When the accelerator pedal opening exceeds the preset start threshold, it is determined that a start command has been issued; The clutch actuator is controlled to drive the clutch from a fully disengaged state to engage according to a first predetermined slope. During clutch engagement, the difference between engine speed and input shaft speed is continuously calculated; When the speed difference remains within the preset synchronization tolerance range, it is determined that the engine speed and the input shaft speed have reached synchronization, and the engagement control process of this step is terminated.

[0008] Preferably, S102 specifically includes the following steps: At the moment when the engine and input shaft speeds are determined to be synchronized, the current real-time engine torque signal is acquired. The real-time engine torque is algebraically added to the preset torque offset value to obtain a calculated torque; A two-dimensional data table with torque and clutch position as variables is preset, namely the clutch torque transmission characteristic curve. Using the calculated torque as input, the corresponding target clutch engagement position is found from the curve through table lookup or interpolation algorithms, as shown in the following formula:

[0009] The clutch actuator is controlled to continue engaging from the current position when the speed is synchronized, according to a second predetermined slope, until the target engagement position is reached; After the clutch reaches the target engagement position, the clutch actuator is controlled to remain in the position, and a first timer is started to begin timing, while the throttle status, braking status and shift request signal are continuously monitored.

[0010] Preferably, S103 specifically includes the following steps: Collect throttle and brake status signals, read the output value of the throttle position sensor, and determine whether it is within the opening range corresponding to the throttle release; also collect the brake switch electrical signal to confirm whether the brake is not pressed; when both conditions are met at the same time, trigger the subsequent steps. Obtain the current clutch position, read and lock the mechanical position value of the clutch at this time through the clutch position sensor, and use it as the reference position for slip ratio calculation and disengagement control; Perform real-time slip ratio calculation; the calculation formula is as follows:

[0011] Continue to collect signals from the engine speed sensor and the input shaft speed sensor, and calculate the clutch slip ratio successively; To determine the duration of the non-zero slip ratio, the slip ratio calculated at each moment is compared with 0. If δ=0, a timer is started to accumulate. When the timer value reaches the second predetermined time t2, it is determined that the non-zero slip ratio and the timeout condition are met. Slowly disengage the clutch to the transition position. The transition position is formed by the semi-clutch point. Offset calibration position The calculated semi-clutch point is defined as the point at which the calibrated torque can be transmitted. Position, transition position No torque is transmitted:

[0012] If δ is 0, then maintain Seconds later, according to the slope Control the clutch to fully engage.

[0013] Preferably, S104 specifically includes the following steps: During the start-up process, the braking status signal is monitored in real time, and the braking operation of pressing the brake is confirmed by the brake switch signal and the brake master cylinder pressure sensor signal. After the braking operation is triggered, the predetermined reference speed is obtained. Superimposed calibration offset value , Calibration value 50-100 rpm, based on Calculate the clutch disengagement speed threshold ; Based on the continuous acquisition of real-time engine speed by the engine speed sensor, when the engine speed drops to the separation speed threshold, At that time, the clutch is disengaged at the maximum response rate of the clutch actuator until the clutch reaches the semi-engaged point. ; Control the clutch to maintain the semi-engaged position. The input shaft speed sensor is activated to collect the real-time speed of the input shaft at a fixed frequency, calculate the input shaft speed fluctuation value, and compare the fluctuation value with a predetermined fluctuation threshold Δω. When the input shaft speed fluctuation is detected to be lower than the predetermined fluctuation threshold Δω, the clutch is controlled to disengage slowly until the clutch reaches the transition position. .

[0014] Preferably, S105 specifically includes the following steps: During the start-up process, the brake switch signal is continuously monitored. When the signal changes from an invalid state to an effective state, the braking operation is determined to have started. In response to the determination of the start of braking operation, the clutch disengagement speed threshold is calculated in real time based on the current engine idle speed and the pre-stored speed deviation. During braking, the engine speed is continuously acquired and compared with the calculated clutch disengagement speed threshold. When the engine speed is detected to drop to or below the clutch disengagement speed threshold, a clutch rapid disengagement command is generated. Execute the rapid disengagement command to disengage the clutch from its current position to the pre-stored semi-clutch point position.

[0015] Preferably, S106 specifically includes the following steps: The clutch position is monitored in real time by a clutch displacement sensor, and the gearbox gear signal is read to determine whether the clutch is in a transition position. And the transmission is not in neutral; If the clutch is determined to be in With the transmission in gear, the accelerator pedal position sensor signal is monitored in real time. When no accelerator operation is detected, the third predetermined timer t3 is started to start counting. If the accelerator pedal travel is detected to be greater than the start-up trigger threshold during the counting process, the timer is cleared and the counting stops. Continuously monitor clutch position, gearbox gear, and T3 timer value. When the timer value reaches T3 and the clutch is still in the T3 position... If the transmission is still in non-neutral state, the timeout trigger condition is determined to be met; The drive gearbox shift actuator moves toward neutral, and the gear position sensor provides real-time feedback on the gear position status until it receives a neutral position signal to confirm that the gearbox has completed the neutral shift operation. After confirming that the transmission is in neutral, the clutch is driven from neutral according to the calibrated clutch control slope k4 via the position control of the clutch actuator. Move towards the fully engaged position; monitor clutch displacement in real time until the displacement reaches the fully engaged position threshold, confirming that the clutch has completed full engagement.

[0016] Preferably, S107 specifically includes the following steps: The clutch position is monitored by a clutch displacement sensor. When the displacement value reaches the preset engagement position threshold and the condition is met for multiple consecutive sampling cycles, the fully engaged state of the clutch is recorded as valid. Read the gearbox gear position signal and clutch position signal. If the gearbox is detected to be in neutral and the clutch is fully engaged, record the protection logic execution completed status as valid. The system confirms that the pedal travel is greater than 5% by using the accelerator pedal position sensor, that the brake switch is set to 0 and the brake pressure is less than 0.1MPa by using the brake switch and pressure sensor, and that there is no ≥2% / s rise rate by using the pedal rise rate monitoring. When all the trigger conditions are not met, the system records the disappearance of each condition monitoring condition as valid. The system determines the clutch fully engaged state, the protection logic completed state, and the state where each working condition monitoring condition disappears. If any state is valid and the duration exceeds the preset time, the clutch control process end command for the start-up process is triggered. After the process ends, the clutch actuator is de-energized, maintaining the mechanical lock in the fully engaged position. The t1, t2, and t3 timers are all cleared, and the clutch control status flag is reset to the initial standby state.

[0017] According to another embodiment of this application, an electronic device is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the steps of the clutch control method for the AMT transmission start-up process.

[0018] According to another embodiment of this application, a storage medium is also provided, on which a computer program is stored, which, when executed by a processor, implements the steps of the clutch control method for the starting process of an AMT transmission.

[0019] As can be seen from the above technical solutions, the present invention has the following advantages: The clutch control method for AMT transmissions during start-up provided by this invention avoids shocks caused by excessively rapid clutch engagement or power delays caused by excessively slow engagement by controlling speed synchronization, position holding, and smooth engagement rate, thus reducing transmission system jerking. It controls non-zero slippage to disengage to the transition position via slip ratio monitoring, and prevents prolonged stay in the transition position based on timeout protection. Staged disengagement reduces slippage during braking, all of which reduce ineffective clutch wear. Control logic is designed for different operating conditions such as releasing the accelerator without braking and continuing to press the accelerator, ensuring precise clutch response under various driving operations.

[0020] This invention suppresses input shaft fluctuations through semi-clutch point damping, preventing transmission system shock during braking; neutral shifting prevents unexpected power output during transition periods without operation, reducing safety hazards. Multi-condition judgment to terminate the process and reset the state ensures no historical interference with each start-up control, improving vehicle reliability. It also reduces wear on clutch and transmission components, enhancing adaptability and safety in different driving scenarios. Attached Figure Description

[0021] To more clearly illustrate the technical solution of the present invention, the accompanying drawings used in the description will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0022] Figure 1 This is a flowchart of the clutch control method during the start-up process of an AMT transmission. Figure 2 This is a flowchart of an embodiment of the clutch control method for the start-up process of an AMT transmission; Figure 3 This is a schematic diagram of an electronic device. Detailed Implementation

[0023] This invention optimizes the clutch engagement and disengagement logic during the start-up process of an AMT transmission through dynamic torque compensation, speed slip ratio monitoring, and multi-condition linkage control, significantly improving driving comfort, clutch life, and vehicle reliability.

[0024] The clutch control method for the starting process of an AMT transmission according to this application will be described in detail below. Specific details such as particular system structures and technologies are presented for illustrative purposes and not for limitation, in order to provide a thorough understanding of the embodiments of this application. However, those skilled in the art will understand that this application can also be implemented in other embodiments without these specific details.

[0025] It should be understood that, when used in this specification, terms include indicating the presence of a described feature, integral, step, operation, element, and / or component, but do not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components, and / or collections thereof. The terms include, encompass, have, and variations thereof mean including but not limited to, unless otherwise specifically emphasized.

[0026] The statements such as "one embodiment" or "some embodiments" described in this application mean that one or more embodiments of this application include the specific features, structures, or characteristics described in that embodiment. Therefore, the statements such as "in one embodiment," "in some embodiments," "in other embodiments," and "in still other embodiments" in this application do not necessarily refer to the same embodiment, but rather mean one or more, but not all, embodiments, unless otherwise specifically emphasized.

[0027] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0028] Please see Figure 1 and Figure 2 The diagram shows a flowchart of a clutch control method for the starting process of an AMT transmission in a specific embodiment. The method includes: S101: When the accelerator is detected to be depressed, control the clutch to engage until the engine speed and the input shaft speed are synchronized.

[0029] In some embodiments, the accelerator pedal position sensor monitors the pedal travel in real time. When the travel exceeds the calibrated start-up trigger threshold, it is determined that the accelerator has been depressed. The clutch is controlled to engage from the disengaged state at a calibrated slope. At the same time, the engine speed sensor and the input shaft speed sensor continuously collect the rotational speed. When the difference between the two speeds is less than the synchronization determination threshold and remains stable for two consecutive sampling cycles, it is determined that the speed is synchronized.

[0030] S102: When the engine and input shaft speeds are synchronized, maintain the current clutch position and monitor whether the throttle release operation, braking operation, shift request, and clutch holding time have reached the first predetermined time.

[0031] In some embodiments, after speed synchronization, the position is fed back via a clutch displacement sensor, and PID closed-loop control is used to maintain the current position. Shift requests are monitored via the CAN bus, specifically the transmission ECU message, accelerator pedal position, brake switch status and brake pressure, and a first predetermined timer is started to monitor the holding time in real time.

[0032] In this embodiment, under the stable state of synchronized rotational speed, the clutch position is maintained to preserve the current torque transmission capability, and the clutch is monitored for gear shifting, throttle release, braking, and timeout to ensure that the clutch is in a controllable state that can respond at any time.

[0033] S103: If the accelerator is released and there is no braking during the start-up process, the clutch position is maintained and the slip ratio is calculated. If the slip ratio is non-zero and continues for more than the second predetermined time, the clutch is controlled to disengage to the transition position; if the slip ratio is zero, the clutch is maintained for a period of time up to the first predetermined time and then fully engaged according to the slope.

[0034] In some embodiments, releasing the accelerator is determined when the accelerator pedal travel is less than or equal to the starting trigger threshold, and no braking is determined when the brake switch is set to 0 and the braking pressure is less than the preset braking pressure threshold, and the current position of the clutch is maintained.

[0035] In this embodiment, if the accelerator is released and there is no braking during the start-up process, the current clutch position is maintained, and the clutch slip ratio is calculated in real time:

[0036] If δ is not 0, and the duration exceeds To avoid excessive clutch slippage, control the clutch to slowly disengage to the transition position. The transition position is formed by the semi-clutch point. Offset calibration position The calculated semi-clutch point is defined as the point at which the calibrated torque can be transmitted. The location.

[0037] If δ is 0, then maintain Seconds later, according to the slope Control the clutch to fully engage.

[0038] If δ > non-zero threshold and continues for more than the second predetermined time, control the clutch to disengage to the transition position at a rate of 1-2 mm / s. Transition position No torque is transmitted:

[0039] If δ ≤ non-zero threshold and continues for a first predetermined time, then according to the slope Completely joined.

[0040] As can be seen, the power demand decreases after releasing the accelerator. By monitoring the slip ratio, the degree of clutch wear can be judged. A non-zero slip ratio exceeding the timeout indicates a risk of continued wear. Disengagement to a transition position with no torque transmission is necessary to avoid wear. Zero slip ratio indicates that power transmission is stable, and after the timeout, full engagement is achieved to complete power connection.

[0041] S104: If the brake is applied during start-up, calculate the clutch disengagement speed threshold. When the engine speed drops to the clutch disengagement speed threshold, control the clutch to disengage to the semi-engagement point. Maintain the semi-engagement point until the input shaft speed fluctuation is lower than the predetermined threshold, then control the clutch to disengage to the transition position.

[0042] In some embodiments, braking is determined when the brake switch is set to 1 and the braking pressure is greater than or equal to a preset braking pressure threshold; according to Calculate the separation threshold, Δn = 50-100 rpm. This is the current input shaft speed.

[0043] Engine speed drops At that time, the actuator separates to the semi-engaged point at its maximum speed. Maintain the semi-engaged point. At that time, the input shaft speed fluctuation is calculated based on the difference between the maximum and minimum speed values ​​within 10 sampling periods. When the fluctuation is less than Δω, which can be 8-15 rpm, it is separated at a rate of 1-2 mm / s. By using threshold and phased separation, the system balances the power cut-off speed during braking with the stability of the transmission system, reducing braking impact and improving braking safety.

[0044] S105: If the accelerator is pressed during the start-up process, the clutch target position is adjusted and the clutch engagement is controlled to restore power transmission, and the duration timer is reset.

[0045] In some embodiments, continued accelerator pedal press is determined when the accelerator pedal travel increases from ≤ to > the start-up trigger threshold, and the rate of increase is ≥ 2% / s. Real-time engine torque is acquired via the CAN bus, filtered by a sliding average, and then superimposed with a calibrated torque offset value ΔT. The new target position is then calculated based on the clutch torque transmission characteristic curve. Control the clutch from the current position to the position using the slope k3. Simultaneously, the first and second scheduled timers are reset to zero.

[0046] S106: If the clutch is in the transition position and no throttle operation is detected to exceed the third predetermined time, control the transmission to shift to neutral and then engage the clutch by pressing the slope.

[0047] In some embodiments, a displacement sensor is used to confirm that the clutch is in the transition position. Within a range of ±0.2mm, the CAN bus confirms that the transmission is not in neutral. No throttle operation occurs when the pedal travel is ≤5%, activating the third predetermined timer. After the timer expires, the shift actuator is engaged to neutral, and then pressing slope k4 controls the clutch to fully engage.

[0048] In this embodiment, there is no torque transmission at the transition position, and the lack of throttle operation for a long time indicates no power demand. Shifting to neutral avoids potential impacts when in gear, and fully engaging the clutch prevents corrosion or abnormal noise caused by prolonged disengagement.

[0049] In some specific embodiments, S106 specifically includes the following steps: S1061: Monitors the current clutch position in real time via a clutch displacement sensor, reads the transmission gear signal, and determines whether the clutch is in a transition position. And the transmission is not in neutral.

[0050] In some embodiments, the clutch displacement is acquired using a laser displacement sensor. The position determination threshold is set to ±0.2mm, compensating for sensor temperature drift and vibration errors. The transmission gear position signal is read from the transmission ECU message via the CAN bus, and the position is satisfied for three consecutive sampling cycles. The initial state is determined only if the gear is within the specified range and not in neutral. This improves the reliability of the protection logic trigger conditions and reduces unnecessary mechanical action losses.

[0051] S1062: If it is determined that the clutch is in a state of... With the transmission in gear, the accelerator pedal position sensor signal is monitored in real time. When no accelerator operation is detected, the third predetermined timer t3 is started to start timing. If the accelerator pedal travel is detected to be greater than the start-up trigger threshold during the timing process, the timer is cleared and the timing stops.

[0052] In some embodiments, the accelerator pedal position sensor is a linear Hall sensor, calibrated through vehicle road testing without an operation threshold. The t3 timer is a timer; if a pedal travel >5% is detected in any sampling period during the timing process, it is determined that there has been accelerator operation. The timer is then reset and re-entering state monitoring to avoid timing deviations caused by intermittent operation. This prevents false timeouts due to the timer not being reset in time, ensuring the accuracy of timeout determination.

[0053] S1063: Continuously monitors clutch position, transmission gear, and t3 timer value. When the timer value reaches t3 and the clutch is still in t3... If the transmission is still in non-neutral state, the timeout trigger condition is determined to be met.

[0054] In some embodiments, the value of t3 is calibrated through bench testing to balance fuel economy and clutch protection. Too short a value leads to frequent disengagement into neutral, while too long a value results in the clutch remaining idle for extended periods. A secondary confirmation that the clutch is still engaged is required before determining if the timeout has occurred. If the gearbox is not in neutral, or if either condition is not met, the timeout determination is terminated, and the system returns to the status monitoring in S1061. This prevents disengaging to neutral or engaging the gearbox, reducing unnecessary wear on the transmission system.

[0055] S1064: Drives the gearbox shift actuator to move towards neutral, and provides real-time feedback on the gear position status through the gear position sensor until it receives a neutral position signal to confirm that the gearbox has completed the neutral shift operation.

[0056] In some embodiments, the shifting actuator uses an electromagnetic shift fork. The sequence of shifting to neutral is as follows: first, the unlocking motor is driven to release the current gear lock; then, the shifting motor is driven to move the shift fork to the neutral position; finally, the neutral position microswitch is triggered. Neutral confirmation is achieved when the shifting motor position sensor provides feedback on the neutral position and a message displays "neutral." Once confirmed, the shifting to neutral is considered complete, ensuring the reliability and safety of the shifting operation.

[0057] S1065: After confirming that the transmission is in neutral, according to the calibrated clutch control slope k4, the clutch is driven from neutral by the position control of the clutch actuator. Move towards the fully engaged position; monitor clutch displacement in real time until the displacement reaches the fully engaged position threshold, confirming that the clutch has completed full engagement.

[0058] In some embodiments, the k4 calibration value is 2-3 mm / s, suitable for scenarios with no power load after disengaging neutral, avoiding mechanical shock caused by rapid engagement. Full engagement is determined when the clutch actuator reaches the mechanical limit position, with the displacement value fed back by a displacement sensor reaching the limit position ±0.2 mm. The engagement process employs PID closed-loop control to correct actuator movement deviations in real time.

[0059] This embodiment uses a gentle slope to drive the clutch engagement, combined with PID closed-loop control to counteract mechanical interference, and double confirmation of engagement through mechanical limit and displacement monitoring to ensure a smooth engagement process without the risk of overtravel.

[0060] S107: The clutch control process ends when the clutch is engaged, the protection logic is executed, or all operating condition monitoring conditions disappear.

[0061] In some embodiments, the clutch is fully engaged when the displacement reaches the mechanical limit position ±0.2mm and remains there for a period of time greater than a preset threshold.

[0062] In this embodiment, the protection logic is determined to be in neutral and the clutch is fully engaged upon completion. The disappearance of each operating condition is determined by no release of the accelerator, no braking, and no continued accelerator input. Once any condition is met and continues for a preset duration, the triggering process ends, all timers are cleared, and the clutch control status flag is reset to its initial value.

[0063] In some specific embodiments, S107 specifically includes the following steps: S1071: The clutch position is monitored by a clutch displacement sensor. When the displacement value reaches the preset engagement position threshold and the condition is met for multiple consecutive sampling cycles, the fully engaged state of the clutch is recorded as valid.

[0064] In some embodiments, a laser displacement sensor is used to acquire the clutch position. The mechanical limit position is calibrated using the front frame at the vehicle factory. Optionally, based on the physical position where the clutch pressure plate and driven plate are fully engaged, a 0.2mm judgment threshold is used to compensate for instantaneous displacement deviations caused by sensor temperature drift and vehicle vibration. Determining the position using three consecutive sampling cycles can avoid misjudgments due to single displacement value jumps caused by electromagnetic interference, improving the reliability of the process termination determination.

[0065] S1072: Read the gearbox gear position signal and clutch position signal. If the gearbox is detected to be in neutral and the clutch is fully engaged, record the protection logic execution completed status as valid.

[0066] In some embodiments, the gearbox neutral signal is transmitted via a normally open microswitch in neutral position, which closes when in neutral. If the neutral shift operation in S106 triggered a retry, the result of the last retry is confirmed. The criteria for determining the fully engaged clutch state are the same as in S1071.

[0067] S1073: Confirm pedal travel > 5% via accelerator pedal position sensor; confirm brake switch is set to 0 and brake pressure < 0.1MPa via brake switch and pressure sensor; confirm no rise rate ≥ 2% / s via pedal rise rate monitoring. When all operating conditions are not met, record the disappearance status of each operating condition monitoring condition as valid.

[0068] In some embodiments, the accelerator pedal travel threshold can be set to 5%, the brake pressure threshold can be set to 0.1 MPa, and the pedal rise rate threshold can be set to 2% / s, consistent with the trigger thresholds of the corresponding operating conditions S103, S104, and S105, to ensure the consistency of the judgment logic. If a certain operating condition has triggered the release of the accelerator, the judgment is made again after confirming that the condition has disappeared for 2 to 4 sampling cycles to prevent instantaneous fluctuations.

[0069] S1074: Determine the clutch fully engaged state, the protection logic completed state, and the state where each working condition monitoring condition disappears. If any state is valid and the duration exceeds the preset time, trigger the clutch control process end command during the start-up process.

[0070] In some embodiments, the priority order for determining the termination order is as follows: protection logic completion comes first, followed by clutch full engagement, and then the disappearance of all operating conditions. That is, if the protection logic has been completed, termination is determined first. This embodiment takes into account the process termination requirements in different scenarios, improving the accuracy of the determination.

[0071] S1075: After triggering the process end command, the clutch actuator is de-energized, maintaining the mechanical lock in the fully engaged position, the t1 timer, t2 timer, and t3 timer are all cleared, and the clutch control status flag is reset to the initial standby state.

[0072] In some embodiments, the clutch actuator is electromagnetic, and a mechanical spring maintains the fully engaged position after power is cut off. The timers to be reset include a first predetermined time based on t1, a second predetermined time based on t2, and a third predetermined time based on t3. The clutch control status flags to be reset include synchronization status, target position status, and operating condition trigger status, all of which are reset to their initial values. This reduces energy consumption during vehicle idling or non-starting phases, avoids interference from historical timer values ​​and status flags on the next start, and ensures consistency and accuracy of start-up control for each operation.

[0073] In one embodiment of the present invention, based on step S101, the following is a possible embodiment and its specific implementation will be described in a non-limiting manner. S101 specifically includes the following steps: S1011: Sensor signals for acquiring engine speed and transmission input shaft speed.

[0074] S1012: When the accelerator pedal opening is detected to exceed the preset start threshold, it is determined that the start command has been issued.

[0075] S1013: Control the clutch actuator to drive the clutch to engage from the fully disengaged state according to a first predetermined slope.

[0076] It should be noted that a command is issued to the clutch actuator to cause the clutch actuator to operate at a pre-calibrated first predetermined slope, i.e., the calibration slope in the initial scheme. Engage the system. By calibrating a suitable engagement rate, the sudden increase in power transmission can be effectively limited at the initial stage of start-up, ensuring a smooth start-up process.

[0077] S1014: During clutch engagement, continuously calculate the difference between engine speed and input shaft speed.

[0078] It should be noted that within each control cycle, the engine speed obtained in step S1011 is subtracted from the input shaft speed, and the instantaneous speed difference of its absolute value is calculated. This calculation is the direct basis for determining whether synchronization has been entered.

[0079] S1015: When the speed difference value remains within the preset synchronization tolerance range, it is determined that the engine speed and the input shaft speed have reached a synchronized state, and the engagement control process of this step is terminated.

[0080] Specifically, after the driver presses the accelerator, the clutch operates at the calibrated inclination. Engage the clutch until the engine speed synchronizes with the input shaft speed, and obtain the real-time engine torque at the point of speed synchronization via the CAN bus. The calibrated torque offset value ΔT is superimposed, and the torque transmission characteristic curve of the clutch is used as a reference. x represents the clutch position; calculate the target clutch engagement position. :

[0081] The clutch continues to engage according to the clutch control slope at synchronized speeds. .

[0082] As can be seen, in this embodiment, the instantaneous speed difference calculated in step S1014 is compared with the preset synchronization tolerance range. The judgment condition is not met instantaneously, but needs to be met for a period of time. This can effectively filter out misjudgments caused by sensor noise or instantaneous fluctuations, and improve the accuracy and reliability of synchronization state judgment.

[0083] In one embodiment of the present invention, based on step S102, the following is a possible embodiment and its specific implementation will be described in a non-limiting manner. S102 specifically includes the following steps: Step S1021: When it is determined that the engine speed and the input shaft speed have reached a synchronized state, the current real-time engine torque signal is obtained.

[0084] In some embodiments, within the same control cycle for determining engine speed synchronization, the current engine output torque value is parsed from the message sent from the engine control unit (ECU) via the CAN bus. Ensure that the acquired torque value corresponds to the synchronization status at any given moment.

[0085] Step S1022: Add the real-time engine torque to the preset torque offset value algebraically to obtain a calculated torque.

[0086] In some embodiments, the calibrated torque offset value ΔT is read. ΔT can be positive or negative and is used to compensate for real-time torque or to reserve a safety margin. Then, an addition operation is performed: Calculate torque = By introducing a calibrated torque offset, the final calculated target engagement position can adapt to different operating conditions such as engine torque fluctuations and vehicle load changes, thereby improving the smoothness and robustness of starting power transmission.

[0087] Step S1023: Based on the calculated torque, query the clutch torque transmission characteristic curve and calculate the corresponding clutch target engagement position.

[0088] In some embodiments, a two-dimensional data table with torque and clutch position as variables is preset, namely the clutch torque transmission characteristic curve. Using the calculated torque obtained in step S1022 as input, and through table lookup or interpolation algorithms, the unique corresponding target clutch engagement position is found on the curve, which is the following formula:

[0089] The curve is based on extensive bench tests and calibration, ensuring a precise match between position and torque transmission capability, which is key to achieving smooth and reliable power engagement.

[0090] Step S1024: Control the clutch actuator to continue engaging the clutch from the current position when the speed is synchronized, according to the second predetermined slope, until the target engagement position is reached.

[0091] In some embodiments, a command is issued to the clutch actuator to engage the clutch at a second predetermined slope different from the initial engagement slope. Here, the target engagement position calculated in step S1023 is used as the final target value, controlling the clutch to move smoothly and precisely from the synchronization point to the target position. This achieves a smooth transition from speed synchronization to precise torque transmission. Using an independent second slope for control allows for specific optimization of the characteristics of this stage, improving the smoothness and comfort of vehicle start-up.

[0092] Step S1025: After the clutch reaches the target engagement position, control the clutch actuator to remain in that position and start a first timer to begin timing, while continuously monitoring the throttle status, braking status and shift request signal.

[0093] In some embodiments, once the clutch position sensor confirms that the target position has been reached, the actuator is locked, stabilizing the clutch in that position. Simultaneously, the t1 timer is reset to zero and begins accumulating. During this period, the accelerator pedal position signal, brake switch signal, and shift request signal from the TCU are continuously scanned.

[0094] In one embodiment of the present invention, based on step S103, the following is a possible embodiment and its specific implementation will be described in a non-limiting manner. S103 specifically includes the following steps: S1031: Collect throttle and brake status signals, read the output value of the throttle position sensor, and determine whether it is in the opening range corresponding to the throttle release; also collect the brake switch electrical signal to confirm whether the brake is not pressed; when both conditions are met at the same time, trigger S1032.

[0095] S1032: Obtain the current clutch position, read and lock the mechanical position value of the clutch at this time through the clutch position sensor, and use it as the reference position for slip ratio calculation and disengagement control; S1033: Perform real-time slip ratio calculation. The calculation formula is as follows:

[0096] Then, continuously collect signals from the engine speed sensor and the input shaft speed sensor, and calculate the clutch slip ratio one by one.

[0097] S1034: Determine the duration of the non-zero slip ratio. Compare the slip ratio calculated at each moment with 0. If δ=0, start the timer to accumulate. When the timer value reaches the second predetermined time t2, determine that the non-zero slip ratio and the timeout condition are met. S1035: Control the clutch to slowly disengage to the transition position. The transition position is formed by the semi-clutch point. Offset calibration position The calculated semi-clutch point is defined as the point at which the calibrated torque can be transmitted. Position, transition position No torque is transmitted:

[0098] If δ is 0, then maintain Seconds later, according to the slope Control the clutch to fully engage.

[0099] This embodiment utilizes the relationship between the clutch position and torque transmission characteristics to calculate the transition position that exits the high slippage range while retaining power recovery capability, and controls the actuator to operate; it avoids the risk of failure caused by prolonged clutch slippage, and can quickly restore power engagement when the driver presses the accelerator again, improving the comfort and reliability of the AMT transmission during the start-up process.

[0100] In one embodiment of the present invention, based on step S104, the following is a possible embodiment and its specific implementation will be described in a non-limiting manner. S104 specifically includes the following steps: S1041: During the start-up process, the braking status signal is monitored in real time, and the braking operation of pressing the brake is confirmed by the brake switch signal and the brake master cylinder pressure sensor signal.

[0101] In this embodiment, the brake switch is a normally open mechanical switch, and the brake master cylinder pressure sensor is a piezoelectric type. The verification method is that the switch signal and the pressure signal must meet the conditions simultaneously to determine that the braking is effective, so as to avoid false triggering of the switch.

[0102] S1042: After the braking operation is triggered, the predetermined reference speed is obtained. Superimposed calibration offset value , Calibration value 50-100 rpm, based on Calculate the clutch disengagement speed threshold .

[0103] This embodiment uses the input shaft speed as a reference and adds a safety offset to ensure that the difference between the engine speed and the input shaft speed is within a safe range when the clutch is disengaged. This makes the disengagement speed threshold adaptable to different vehicle models and operating conditions, and ensures the rationality of the clutch disengagement timing.

[0104] S1043: Based on the continuous acquisition of real-time engine speed by the engine speed sensor, when the engine speed drops to the separation speed threshold, At that time, the clutch is disengaged at the maximum response rate of the clutch actuator until the clutch reaches the semi-engaged point. .

[0105] This embodiment quickly cuts off power to meet braking and deceleration requirements, avoiding a decrease in braking efficiency caused by continuous power output during braking; the damping effect of the semi-clutch point can initially suppress input shaft speed fluctuations, laying the foundation for subsequent stable control.

[0106] S1044: Control the clutch to remain at the semi-engaged point. The input shaft speed sensor is activated to collect the real-time speed of the input shaft at a fixed frequency, calculate the input shaft speed fluctuation value, and compare the fluctuation value with a predetermined fluctuation threshold Δω.

[0107] This embodiment quantifies the fluctuation range of the input shaft speed to determine whether the input shaft is in a stable state, identifies the timing of input shaft stabilization, prevents transmission system shock caused by disengaging the clutch when the speed is not stable, and ensures the smoothness of the transmission system during braking.

[0108] S1045: When the input shaft speed fluctuation value is detected to be lower than the predetermined fluctuation threshold Δω, the clutch is controlled to disengage at a slow rate until the clutch reaches the transition position. .

[0109] In this embodiment, after the input shaft stabilizes, it separates at a low speed to a transition position with no torque transmission, avoiding position overshoot caused by rapid separation. Its torque-free characteristic prevents the clutch from slipping due to prolonged semi-engagement, thus extending the clutch's lifespan.

[0110] In one embodiment of the present invention, based on step S105, the following is a possible embodiment and its specific implementation will be described in a non-limiting manner. S105 specifically includes the following steps: Step S1051: During the start-up process, continuously monitor the brake switch signal. When the signal changes from an invalid state to an effective state, it is determined that the braking operation has started.

[0111] Step S1052: In response to the determination of the start of braking operation, calculate the clutch disengagement speed threshold in real time based on the current engine idle speed and the pre-stored speed offset.

[0112] Step S1053: During braking, continuously acquire engine speed and compare it with the calculated clutch disengagement speed threshold.

[0113] Step S1054: When the engine speed is detected to drop to or below the clutch disengagement speed threshold, a clutch rapid disengagement command is generated.

[0114] Step S1055: Execute the rapid disengagement command to disengage the clutch from the current position to the pre-stored semi-clutch point position.

[0115] It should be noted that if the brake is applied during the start-up process, the clutch disengagement speed threshold is calculated in real time after the brake switch is set to 1. ( (Calibrated value 50-100 rpm); when the engine speed drops to... Disengage the clutch at maximum speed to the semi-engaged point. Maintaining the clutch position allows the clutch damping effect to reduce input shaft speed fluctuations. The current input shaft speed fluctuation is calculated, and when the fluctuation value falls below the threshold Δω, the clutch is slowly disengaged. Location.

[0116] This embodiment allows the separation threshold to adapt to different engine operating conditions, improving the adaptability and accuracy of control. When the comparison logic condition is met, a high-priority clutch rapid disengagement command is generated to trigger the maximum speed action of the actuator. Based on the rapid disengagement command, the clutch actuator is controlled to operate. Here, disengaging to the semi-engagement point at the fastest speed can quickly cut off or significantly reduce the engine torque transmitted to the drive wheels, thereby most effectively preventing the engine from stalling due to excessive load. Maintaining at the semi-engagement point makes it possible to use clutch damping to suppress transmission system oscillations in step S106, achieving a balance between braking smoothness and engine stall prevention protection.

[0117] Furthermore, as a refinement and extension of the specific implementation of the above embodiments, the clutch control method for the AMT transmission start-up process also includes the following steps: Step S1: After the driver presses the accelerator, the clutch moves according to the calibrated incline. Engage the clutch until the engine speed synchronizes with the input shaft speed, and obtain the real-time engine torque at the point of speed synchronization via the CAN bus. The calibrated torque offset value ΔT is superimposed, and the torque transmission characteristic curve of the clutch is used as a reference. Calculate the target engagement position of the clutch. :

[0118] The clutch continues to engage according to the clutch control slope at synchronized speeds. .

[0119] Step S2: Clutch holding position Until a shift request is triggered, maintain the clutch position to keep it under control, ensuring a quick clutch response during subsequent braking or other operations. If no shift request is triggered, maintain the position. continued Seconds, after the timeout, according to the slope Control the clutch to fully engage.

[0120] Step S3: During the start-up process, if the accelerator is released and there is no braking, maintain the current clutch position and calculate the clutch slip ratio in real time:

[0121] If δ is not 0, and the duration exceeds To avoid excessive clutch slippage, control the clutch to slowly disengage to the transition position. The transition position is formed by the semi-clutch point. Offset calibration position The calculated semi-clutch point is defined as the point at which the calibrated torque can be transmitted. Position, transition position No torque is transmitted:

[0122] If δ is 0, then maintain Seconds later, according to the slope Control the clutch to fully engage.

[0123] Step S4: If the brake is applied during the start-up process, after the brake switch is set to 1, the clutch disengagement speed threshold is calculated in real time. ( (Calibration value 50-100 rpm) When the engine speed drops to Disengage the clutch at maximum speed to the semi-engaged point. ; Maintain this clutch position to utilize clutch damping to reduce input shaft speed fluctuations, and calculate the current input shaft speed fluctuation. When the fluctuation value is below the threshold Δω, slowly disengage the clutch. Location.

[0124] Step S5: The transmission is in gear and the clutch is held. In the current position, if no throttle operation exceeding the time limit is detected... Control the shift actuator to shift to neutral, and according to the slope Fully engage the clutch.

[0125] Among them, the clutch control slope, timing parameters, etc. need to be calibrated according to the actual vehicle conditions and the response of the actuator, and can also be controlled in multiple segments.

[0126] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0127] like Figure 3 As shown, this application also provides an electronic device, including a display module 103, a memory 102, a processor 101, a communication module 104, and a computer program stored in the memory and executable on the processor 101. When the processor 101 executes the program, it implements the steps of the clutch control method for the starting process of an AMT transmission.

[0128] In embodiments of the present invention, electronic devices include, but are not limited to, laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. Electronic devices may also represent various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, wearable devices, and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely examples and are not intended to limit the implementation of the embodiments described and / or claimed herein.

[0129] In this embodiment, processor 101 may be implemented using at least one of an application-specific integrated circuit, a programmable logic device, a field-programmable gate array, a processor, a controller, a microcontroller, a microprocessor, or an electronic unit designed to perform the functions described herein. In some cases, such an implementation may be implemented within a controller. For software implementation, implementations such as processes or functions may be implemented with separate software modules that allow the performance of at least one function or operation. Software code may be implemented by a software application (or program) written in any suitable programming language, and the software code may be stored in memory and executed by the controller.

[0130] The display module 103 is used to display information input by the user or information provided to the user. The display module 103 may include a display panel, which may be configured in the form of a liquid crystal display, an organic light-emitting diode, or the like.

[0131] The memory 102 can be used to store software programs and various data. The memory 102 may include high-speed random access memory, and may also include non-volatile memory, such as at least one disk storage device, flash memory device, or other volatile solid-state storage device.

[0132] The communication module 104 transmits radio signals to and / or receives radio signals from at least one of a base station, an external terminal, and a server. Such radio signals may include voice call signals, video call signals, or various types of data sent and / or received according to text and / or multimedia messages.

[0133] The present invention also provides a storage medium storing a computer program thereon, wherein the computer program, when executed by a processor, implements the steps of the clutch control method for the AMT transmission start-up process.

[0134] The storage medium may be any combination of one or more readable media. A readable medium may be a readable signal medium or a readable storage medium. A readable storage medium may be, for example,, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples (a non-exhaustive list) of readable storage media include: electrical connections having one or more wires, portable disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0135] The storage medium stores a program product capable of implementing the methods described above in this specification. In some possible implementations, various aspects of this disclosure can also be implemented as a program product comprising program code that, when run on a terminal device, causes the terminal device to perform the steps described in the exemplary methods section of this specification according to various exemplary embodiments of this disclosure.

[0136] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A clutch control method for the start-up process of an AMT transmission, characterized in that, The methods include: S101: When the accelerator is detected to be depressed, control the clutch to engage until the engine speed and the input shaft speed are synchronized. S102: When the engine and input shaft speeds are synchronized, maintain the current clutch position while monitoring throttle release, braking, shift requests, and clutch holding time to see if the first predetermined time has been reached. S103: If the accelerator is released and there is no braking during the start-up process, the clutch position is maintained and the slip ratio is calculated. If the slip ratio is non-zero and continues for more than the second predetermined time, the clutch is controlled to disengage to the transition position; if the slip ratio is zero, the clutch is maintained for a period of time up to the first predetermined time and then fully engaged at the slope. S104: If the brake is applied during the start-up process, calculate the clutch disengagement speed threshold. When the engine speed drops to the clutch disengagement speed threshold, control the clutch to disengage to the semi-engagement point. Maintain the semi-engagement point until the input shaft speed fluctuation is lower than the predetermined threshold, and then control the clutch to disengage to the transition position. S105: If the accelerator is pressed during the start-up process, the clutch target position is adjusted and the clutch engagement is controlled to restore power transmission, and the duration timer is reset. S106: If the clutch is in the transition position and no throttle operation is detected to exceed the third predetermined time, control the transmission to shift to neutral and then engage the clutch by pressing the slope. S107: The clutch control process ends when the clutch is engaged, the protection logic is executed, or all operating condition monitoring conditions disappear.

2. The clutch control method for the starting process of an AMT transmission according to claim 1, characterized in that, S101 specifically includes the following steps: Acquire sensor signals for engine speed and transmission input shaft speed; When the accelerator pedal opening exceeds the preset start threshold, it is determined that a start command has been issued; The clutch actuator is controlled to drive the clutch from a fully disengaged state to engage according to a first predetermined slope. During clutch engagement, the difference between engine speed and input shaft speed is continuously calculated; When the speed difference remains within the preset synchronization tolerance range, it is determined that the engine speed and the input shaft speed have reached synchronization, and the engagement control process of this step is terminated.

3. The clutch control method for the starting process of an AMT transmission according to claim 1, characterized in that, S102 specifically includes the following steps: At the moment when the engine and input shaft speeds are determined to be synchronized, the current real-time engine torque signal is acquired. The real-time engine torque is algebraically added to the preset torque offset value to obtain a calculated torque; A two-dimensional data table with torque and clutch position as variables is preset, namely the clutch torque transmission characteristic curve. Using the calculated torque as input, the corresponding target clutch engagement position is found from the curve through table lookup or interpolation algorithms, as shown in the following formula: The clutch actuator is controlled to continue engaging from the current position when the speed is synchronized, according to a second predetermined slope, until the target engagement position is reached; After the clutch reaches the target engagement position, the clutch actuator is controlled to remain in the position, and a first timer is started to begin timing, while the throttle status, braking status and shift request signal are continuously monitored.

4. The clutch control method for the starting process of an AMT transmission according to claim 1, characterized in that, S103 specifically includes the following steps: Collect throttle and brake status signals, read the output value of the throttle position sensor, and determine whether it is within the opening range corresponding to the throttle release; also collect the brake switch electrical signal to confirm whether the brake is not pressed; when both conditions are met at the same time, trigger the subsequent steps. Obtain the current clutch position, read and lock the mechanical position value of the clutch at this time through the clutch position sensor, and use it as the reference position for slip ratio calculation and disengagement control; Perform real-time slip ratio calculation; the calculation formula is as follows: Continue to collect signals from the engine speed sensor and the input shaft speed sensor, and calculate the clutch slip ratio successively; To determine the duration of the non-zero slip ratio, the slip ratio calculated at each moment is compared with 0. If δ=0, a timer is started to accumulate. When the timer value reaches the second predetermined time t2, it is determined that the non-zero slip ratio and the timeout condition are met. Slowly disengage the clutch to the transition position. The transition position is formed by the semi-clutch point. Offset calibration position The calculated semi-clutch point is defined as the point at which the calibrated torque can be transmitted. Position, transition position No torque is transmitted: If δ is 0, then maintain Seconds later, according to the slope Control the clutch to fully engage.

5. The clutch control method for the starting process of an AMT transmission according to claim 1, characterized in that, S104 specifically includes the following steps: During the start-up process, the braking status signal is monitored in real time, and the braking operation of pressing the brake is confirmed by the brake switch signal and the brake master cylinder pressure sensor signal. After the braking operation is triggered, the predetermined reference speed is obtained. Superimposed calibration offset value , Calibration value 50-100 rpm, based on Calculate the clutch disengagement speed threshold ; Based on the continuous acquisition of real-time engine speed by the engine speed sensor, when the engine speed drops to the separation speed threshold, At that time, the clutch is disengaged at the maximum response rate of the clutch actuator until the clutch reaches the semi-engaged point. ; Control the clutch to maintain the semi-engaged position. The input shaft speed sensor is activated to collect the real-time speed of the input shaft at a fixed frequency, calculate the input shaft speed fluctuation value, and compare the fluctuation value with a predetermined fluctuation threshold Δω. When the input shaft speed fluctuation is detected to be lower than the predetermined fluctuation threshold Δω, the clutch is controlled to disengage slowly until the clutch reaches the transition position. .

6. The clutch control method for the starting process of an AMT transmission according to claim 1, characterized in that, S105 specifically includes the following steps: During the start-up process, the brake switch signal is continuously monitored. When the signal changes from an invalid state to an effective state, the braking operation is determined to have started. In response to the determination of the start of braking operation, the clutch disengagement speed threshold is calculated in real time based on the current engine idle speed and the pre-stored speed deviation. During braking, the engine speed is continuously acquired and compared with the calculated clutch disengagement speed threshold. When the engine speed is detected to drop to or below the clutch disengagement speed threshold, a clutch rapid disengagement command is generated. Execute the rapid disengagement command to disengage the clutch from its current position to the pre-stored semi-clutch point position.

7. The clutch control method for the starting process of an AMT transmission according to claim 1, characterized in that, S106 specifically includes the following steps: The clutch position is monitored in real time by a clutch displacement sensor, and the gearbox gear signal is read to determine whether the clutch is in a transition position. And the transmission is not in neutral; If the clutch is determined to be in With the transmission in gear, the accelerator pedal position sensor signal is monitored in real time. When no accelerator operation is detected, the third predetermined timer t3 is started to start counting. If the accelerator pedal travel is detected to be greater than the start-up trigger threshold during the counting process, the timer is cleared and the counting stops. Continuously monitor clutch position, gearbox gear, and T3 timer value. When the timer value reaches T3 and the clutch is still in the T3 position... If the transmission is still in non-neutral state, the timeout trigger condition is determined to be met; The drive gearbox shift actuator moves toward neutral, and the gear position sensor provides real-time feedback on the gear position status until it receives a neutral position signal to confirm that the gearbox has completed the neutral shift operation. After confirming that the transmission is in neutral, the clutch is driven from neutral according to the calibrated clutch control slope k4 via the position control of the clutch actuator. Move towards the fully engaged position; monitor clutch displacement in real time until the displacement reaches the fully engaged position threshold, confirming that the clutch has completed full engagement.

8. The clutch control method for the starting process of an AMT transmission according to claim 1, characterized in that, S107 specifically includes the following steps: The clutch position is monitored by a clutch displacement sensor. When the displacement value reaches the preset engagement position threshold and the condition is met for multiple consecutive sampling cycles, the fully engaged state of the clutch is recorded as valid. Read the gearbox gear position signal and clutch position signal. If the gearbox is detected to be in neutral and the clutch is fully engaged, record the protection logic execution completed status as valid. The system confirms that the pedal travel is greater than 5% by using the accelerator pedal position sensor, that the brake switch is set to 0 and the brake pressure is less than 0.1MPa by using the brake switch and pressure sensor, and that there is no ≥2% / s rise rate by using the pedal rise rate monitoring. When all the trigger conditions are not met, the system records the disappearance of each condition monitoring condition as valid. The system determines the clutch fully engaged state, the protection logic completed state, and the state where each working condition monitoring condition disappears. If any state is valid and the duration exceeds the preset time, the clutch control process end command for the start-up process is triggered. After the process ends, the clutch actuator is de-energized, maintaining the mechanical lock in the fully engaged position. The t1, t2, and t3 timers are all cleared, and the clutch control status flag is reset to the initial standby state.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the steps of the clutch control method for the AMT transmission start-up process as described in any one of claims 1 to 7.

10. A storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the steps of the clutch control method for the AMT transmission start-up process as described in any one of claims 1 to 7.

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