Gear shifting and twisting clearing control method and system for vehicle AMT, terminal and storage medium

Abstract

The invention belongs to the technical field of vehicle control, and particularly relates to a vehicle AMT gear-shifting twist-clearing control method and system, a terminal and a storage medium, and the method comprises the steps that after an AMT enters a twist-clearing control stage, the current gear and running resistance of a vehicle and the actual engine torque at the starting point of the control stage are obtained; according to the method, by combining staged torque clearing control (first-stage rapid torque reduction and second-stage torque stabilization) with real-time working condition dynamic adaptation, torque sudden change and impact in the gear shifting process are remarkably reduced, the problem of gear shifting jerking caused by torque response delay of the natural gas engine is effectively solved, and the vehicle traveling smoothness and the driving comfort are improved.

Description

Technical Field

[0001] This invention belongs to the field of vehicle control technology, specifically relating to a shift and torque clearing control method, system, terminal, and storage medium for a vehicle AMT. Background Technology

[0002] In AMT (Automated Manual Transmission) vehicles, torque clearing control is a crucial step in ensuring smooth shifting. Its core principle lies in reducing engine output torque to create low-load conditions for clutch disengagement and gear switching, thereby minimizing power interruption and shift shock. Currently, most torque clearing control strategies used in the industry are based on preset fixed torque reduction curves. While this method is simple to implement, it has significant limitations in practical applications.

[0003] First, the fixed-curve strategy lacks the ability to dynamically adapt to real-time operating conditions. The required torque clearing rate and amplitude vary significantly depending on the vehicle's gear and driving resistance (e.g., gradient, load changes). Existing methods do not consider the influence of the current gear ratio and driving resistance, which can easily lead to over- or under-torque clearing, causing speed fluctuations or shift shocks, thus affecting ride quality.

[0004] Secondly, existing torque clearing control methods are mostly designed for traditional diesel engines and fail to fully adapt to the torque characteristics of natural gas engines. Natural gas engines are characterized by slow torque response and low low-speed torque reserve. If the torque clearing logic based on diesel engines continues to be used, problems such as untimely torque clearing and large torque tracking deviations often occur, making it difficult to meet the high requirements of natural gas vehicles for smooth shifting. Summary of the Invention

[0005] To address the aforementioned shortcomings of the prior art, this invention provides a method, system, terminal, and storage medium for shifting and torque clearing control of a vehicle AMT.

[0006] In a first aspect, the present invention provides a method for shifting and torque clearing control of an automated manual transmission (AMT) in a vehicle, comprising: S1. After the AMT enters the torque clearing control phase, obtain the vehicle's current gear, driving resistance, and the actual engine torque at the start point of this control phase. S2. Input the current gear, driving resistance and actual engine torque into the pre-calibrated AMT first stage request engine torque map in real time, and output the request torque for the first stage torque clearing to perform the first stage torque clearing control. S3. Monitor the deviation and increment of the actual engine torque from the requested engine torque in real time, and determine the inflection point of the requested engine torque based on the steady-state error analysis method. S4. When the inflection point is determined to occur, the vehicle's current gear, driving resistance and actual engine torque are input into the pre-calibrated AMT second stage request engine torque map in real time, and the request torque for second stage torque clearing is output to perform second stage torque clearing control. S5. Based on the balance relationship between the actual engine torque and the transmission system resistance torque, calculate the transmission system torque balance point; and when the actual engine torque drops to the transmission system torque balance point, control the clutch to perform the disengagement action, and the shifting and torque clearing process ends.

[0007] Further improvements to this technical solution include step S1, which includes: S11. At the start of the torque clearing control phase, the net output torque signal of the engine from the engine control unit is synchronously triggered and collected via the controller area network bus. Current gear signal from the transmission control unit Engine speed signal from crankshaft position sensor and the current vehicle speed signal from the vehicle speed sensor. And apply a timestamp to each signal; S12, Based on the acquired engine net output torque signal Engine speed signal and current vehicle speed signal Through the vehicle longitudinal dynamics equations Calculate the current driving resistance of the vehicle ;in, Indicates the vehicle's traction force; S13. Collect the actual engine torque at the start point of the torque control phase using an engine cylinder pressure sensor or torque sensor. The actual torque of the engine Record the engine's initial output state and the current gear when the torque control is activated. Vehicle driving resistance Together, they constitute the three-dimensional input dimension of the pre-calibrated map.

[0008] Further improvements to this technical solution include step S2, which includes: S21. The current gear G and vehicle driving resistance obtained in step S1. The actual engine torque at the start of the torque control phase. Standardize the process; S22. Standardize the current gear value after standardization. Standardized values ​​of vehicle running resistance Standardized value of actual engine torque at the start point of torque control phase The real-time input to the pre-calibrated AMT first segment request engine torque map is a three-dimensional data table constructed through bench testing and real vehicle calibration, and its mapping relationship satisfies... ,in The requested torque for the first stage of clearing torque, Pre-stored multidimensional interpolation functions for map; S23, Request engine torque map output for the first segment of AMT. Verification is performed using the formula. Calculate the requested torque for the first stage of clearing torque. The threshold range, where, This refers to the engine's idle torque. This is a proportional coefficient; if the requested torque for the first stage of clearing torque is... exist Within the range, the requested torque for the first segment of clearing torque is determined. Effective, the first stage of torque clearing control is executed with this as the target; if the requested torque for the first stage of torque clearing is... If it exceeds this range, then... As the revised requested torque ; S24. Request torque based on the verified first segment of torque clearing. A torque control command is sent to the engine ECU, which includes the requested torque for the first stage of torque clearing. and torque reduction rate requirements , ,in, This is the maximum permissible time for the first stage of torque clearing.

[0009] Further improvements to this technical solution include step S3, which includes: S31. Set the torque monitoring cycle and collect real-time data, with a single control cycle of 10ms. Collect the actual engine torque of the current cycle k through the engine torque sensor. And retrieve the current cycle k first segment clearing torque request output in step S2. Simultaneously record the torque deviation of the previous cycle. , ; S32. Calculate the current cycle torque deviation and deviation increment using the formula. Calculate the torque deviation in the current cycle. And through the formula Calculate the current cycle torque deviation increment ;in, The torque requested for the first segment of the current cycle k is the torque required for clearing torque. The actual torque of engine k in the current cycle, and the torque deviation increment for the current cycle. Used to reflect the changing trend of torque deviation and to determine whether the actual torque converges to the requested torque; S33. Retrieve the pre-calibrated multi-dimensional threshold map table and obtain the engine speed signal under the current operating conditions. Actual engine torque Input the map table and calculate the torque error threshold corresponding to the current operating condition using linear interpolation. Error increment threshold and the minimum number of periods that continuously satisfy the conditions. The expression is: ; in, This is the interpolation function for the map table; S34. Perform steady-state error analysis and determine the inflection point; monitor in real time. and Whether the condition is met, and simultaneously record the number of consecutive cycles that meet the condition through counter C; when When the current moment is determined to be the inflection point of the requested engine torque, an inflection point trigger signal is generated. This signal is used to terminate the first stage of torque clearing control in step S2 and start the second stage of torque clearing control in step S4.

[0010] Further improvements to this technical solution include step S4, which includes: S41. After determining the requested engine torque inflection point in step S3, receive the inflection point trigger signal in real time, and simultaneously retrieve the vehicle's current gear obtained in step S1. Vehicle driving resistance and the actual torque of the engine at the starting point And collect the actual engine torque at the inflection point. ; S42, through formula Resistance to vehicle movement Make corrections and adjust the vehicle's driving resistance accordingly. With the current gear Actual engine torque at starting point Together, they constitute the input parameters for the second segment of the AMT request for the engine torque map; S43, Corrected vehicle driving resistance Current gear Actual engine torque at starting point Real-time input of the pre-calibrated AMT second segment request engine torque map, whose mapping relationship satisfies ,in, The requested torque for the second stage of clearing torque, Pre-stored multidimensional interpolation functions for map; S44, Request torque for the second stage of clearing torque. Boundary constraints and dynamic adjustments: through formulas Calculate the requested torque for the second stage of clearing torque. lower limit ,in, This is the minimum friction torque of the engine. This represents the actual engine torque at the inflection point, with 0.2 as a safety factor; if Then the requested torque for the second stage of clearing torque will be... Adjusted to The requested torque for the second stage of clearing torque. or As the control target for the second stage of torque clearing, a torque control command is sent to the engine ECU to initiate the second stage of torque clearing control.

[0011] Further improvements to this technical solution include step S5, which includes: S51. During the second stage of torque control, with a control cycle of 10ms, the actual engine torque of the current cycle is collected in real time by the engine sensor. Engine friction torque Engine accessory torque Simultaneously, the engine speed of the current cycle is collected. With forward cycle engine speed ; S52, Based on the current cycle engine speed collected in step S51 With forward cycle engine speed Through formula Calculate the change in engine speed; and according to the formula Calculate the engine inertial torque ;in, This refers to the rotational inertia of the engine flywheel and camshaft. To control the cycle, The coefficient for converting rotational speed (r / min) to angular velocity (rad / s); S53. Based on the balance relationship between the actual engine torque and the transmission system resistance torque, using the formula... The torque value corresponding to the torque balance point of the transmission system is calculated. Real-time comparison of the actual engine torque during the current cycle in the second stage of torque clearing control. and If satisfied If so, it is determined that the torque of the rotating system has reached equilibrium; S54. After step S53 determines that the transmission system torque has reached balance, a disengagement command is sent to the clutch controller. The command includes the clutch disengagement speed. End the gear shifting and torque clearing process; among which, In the formula This is the maximum disengagement stroke of the clutch. This is the maximum permissible separation time.

[0012] Further improvements to this technical solution include: in step S5, if the actual engine torque during the second stage of torque clearing... Persistently below It also includes the requested torque for the second stage of clearing torque. Provide compensation: When detected Furthermore, after two consecutive control cycles, a torque compensation command is sent to the engine ECU, and the requested torque after compensation is... ;in, .

[0013] Secondly, the present invention provides a shift torque clearing control system for a vehicle AMT, comprising: The vehicle parameter acquisition module is used to acquire the vehicle's current gear, driving resistance, and the actual engine torque at the start point of the control phase after the AMT enters the torque clearing control phase. The first-stage torque clearing control module is used to input the current gear, driving resistance and actual engine torque in real time into the pre-calibrated AMT first-stage requested engine torque map, and output the requested torque for the first-stage torque clearing to perform the first-stage torque clearing control. The torque inflection point determination module is used to monitor the deviation and increment of the actual engine torque from the requested engine torque in real time, and to determine the inflection point of the requested engine torque based on the steady-state error analysis method. The second-stage torque clearing control module is used to input the vehicle's current gear, driving resistance, and actual engine torque into the pre-calibrated AMT second-stage request engine torque map in real time when the inflection point is determined to occur, and output the request torque for second-stage torque clearing to perform second-stage torque clearing control. The transmission system torque balance point calculation module is used to calculate the transmission system torque balance point based on the balance relationship between the actual engine torque and the transmission system resistance torque; and when the actual engine torque drops to the transmission system torque balance point, it controls the clutch to perform a disengagement action, and the shifting and torque clearing process ends.

[0014] Thirdly, the present invention provides a terminal, comprising: Processor, memory, among which, This memory is used to store computer programs. The processor is used to retrieve and run the computer program from memory, causing the terminal to perform the terminal method described above.

[0015] Fourthly, the present invention provides a computer storage medium storing instructions that, when executed on a computer, cause the computer to perform the methods described in the above aspects.

[0016] The beneficial effects of this invention are as follows: Step S1 synchronously collects core signals such as engine net output torque, gear, speed, and vehicle speed via CAN bus, and calculates real-time driving resistance by combining longitudinal dynamic equations to ensure that the obtained three-dimensional parameters of "gear-driving resistance-starting torque" can truly reflect the current working conditions (such as high resistance on steep slopes and low resistance on flat roads).

[0017] Step S2 inputs the 3D parameters into the pre-calibration map and performs standardization and threshold verification. ) and rate control ( This allows the first stage of torque request to adapt to different operating conditions—outputting higher torque request in low gears with high resistance to avoid excessive torque request causing a sudden drop in vehicle speed, and outputting lower torque request in high gears with low resistance to avoid insufficient torque request causing shock, thus significantly improving driving quality.

[0018] The first stage of torque clearing (step S2) aims to "remove residual gas and improve response speed" by outputting the requested torque that matches the initial torque condition through the map, laying the foundation for subsequent control. The second stage of torque clearing (step S4) aims to "maintain stable low torque" by combining the actual torque and resistance correction at the inflection point and outputting the requested torque that matches the low torque stability control requirements of the natural gas engine, avoiding torque fluctuations caused by response lag.

[0019] Step S3 monitors the torque deviation using a 10ms cycle. With deviation increment ( Based on steady-state error analysis, the inflection point is determined to ensure seamless connection between the two sections of the clearing and twisting mechanism; if the deviation exceeds the threshold, the boundary limit in step S4 can be applied. With dynamic adjustment, the requested torque is corrected, solving the problem of large torque tracking deviation in natural gas engines.

[0020] Step S5: By collecting friction torque and accessory torque, and combining this with changes in rotational speed, the inertial torque is calculated. Ultimately, by clearly defining the torque balance point, the subjectivity of judgment based on experience is avoided; if... It can also be done through Torque compensation is performed to avoid sudden torque changes caused by the vehicle dragging the engine, significantly reducing clutch disengagement shock and extending the life of the transmission system. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0022] Figure 1 This is a schematic flowchart illustrating a method according to an embodiment of the present invention.

[0023] Figure 2 This is a schematic block diagram of a system according to an embodiment of the present invention.

[0024] Figure 3 This is a schematic diagram of the structure of a terminal provided in an embodiment of the present invention. Detailed Implementation

[0025] To make the objectives, features, and advantages of this invention more apparent and understandable, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings of the specific embodiments. Obviously, the embodiments described below are only some embodiments of this invention, and not all embodiments. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0026] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein in the description of the invention is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention.

[0027] Figure 1 This is a schematic flowchart illustrating a shift and torque clearing control method for a vehicle AMT (Automated Manual Transmission) provided by the present invention. Figure 1 The executing entity can be a shift and torque clearing control system for a vehicle's automated manual transmission (AMT). Depending on different requirements, the order of steps in this flowchart can be changed, and some steps can be omitted.

[0028] like Figure 1 As shown, the method includes: S1. After the AMT enters the torque clearing control phase, obtain the vehicle's current gear, driving resistance, and the actual engine torque at the start point of this control phase. S2. Input the current gear, driving resistance and actual engine torque into the pre-calibrated AMT first stage request engine torque map in real time, and output the request torque for the first stage torque clearing to perform the first stage torque clearing control. S3. Monitor the deviation and increment of the actual engine torque from the requested engine torque in real time, and determine the inflection point of the requested engine torque based on the steady-state error analysis method. S4. When the inflection point is determined to occur, the vehicle's current gear, driving resistance and actual engine torque are input into the pre-calibrated AMT second stage request engine torque map in real time, and the request torque for second stage torque clearing is output to perform second stage torque clearing control. S5. Based on the balance relationship between the actual engine torque and the transmission system resistance torque, calculate the transmission system torque balance point; and when the actual engine torque drops to the transmission system torque balance point, control the clutch to perform the disengagement action, and the shifting and torque clearing process ends.

[0029] To facilitate understanding of the present invention, the shift and torque clearing control method for a vehicle AMT provided by the present invention will be further described below, based on the principle of the shift and torque clearing control method for a vehicle AMT in the present invention and in conjunction with the process of performing shift and torque clearing control on a vehicle AMT in the embodiments.

[0030] Firstly, step S1 includes: S11. At the start of the torque clearing control phase, the net output torque signal of the engine from the engine control unit is synchronously triggered and collected via the controller area network bus. Current gear signal from the transmission control unit Engine speed signal from crankshaft position sensor and the current vehicle speed signal from the vehicle speed sensor. And apply a timestamp to each signal; S12, Based on the acquired engine net output torque signal Engine speed signal and current vehicle speed signal Through the vehicle longitudinal dynamics equations Calculate the current driving resistance of the vehicle ;in, Indicates the vehicle's traction force; S13. Collect the actual engine torque at the start point of the torque control phase using an engine cylinder pressure sensor or torque sensor. The actual torque of the engine Record the engine's initial output state and the current gear when the torque control is activated. Vehicle driving resistance Together, they constitute the three-dimensional input dimension of the pre-calibrated map.

[0031] In step S1, after acquiring the current gear position, the following sub-step S15 is included: verifying the gear position validity by comparing the transmission ratio relationship between the transmission output shaft speed and the engine speed (transmission ratio). The engine speed is used to verify whether the theoretical gear ratio corresponding to the current gear is consistent with the actual calculated gear ratio. If the deviation is less than 5%, the gear acquisition is considered valid; if the deviation is greater than or equal to 5%, the gear information is reacquired. Compared with the calculation of driving resistance in step S12 To ensure that the gear information is consistent with the operating condition parameters on which the driving resistance calculation is based, the same actual collected parameters are used to avoid the failure of subsequent map input parameters due to gear collection errors.

[0032] In step S1, the driving resistance is calculated. This is followed by a resistance anomaly correction sub-step S16: based on historical vehicle driving data (e.g., vehicle speed, historical average resistance at different gears). ), for the current calculation Perform anomaly detection; if the current and If the deviation is greater than 20%, then use the formula After weighted correction, the corrected driving resistance is obtained. ,in This is the average driving resistance under nearly 100 identical operating conditions (same vehicle speed, same gear). The current vehicle speed v and gear information used in this correction process are consistent with the parameters in steps S11 and S12, and the corrected values ​​are... Will replace the original This serves as the input parameter for the first request of engine torque map in the subsequent AMT, avoiding abnormal calculation of driving resistance due to instantaneous sensor errors, which would affect the accuracy of the requested torque.

[0033] Secondly, step S2 includes: S21. The current gear G and vehicle driving resistance obtained in step S1. The actual engine torque at the start of the torque control phase. Standardize the process; S22. Standardize the current gear value after standardization. Standardized values ​​of vehicle running resistance Standardized value of actual engine torque at the start point of torque control phase The real-time input to the pre-calibrated AMT first segment request engine torque map is a three-dimensional data table constructed through bench testing and real vehicle calibration, and its mapping relationship satisfies... ,in The requested torque for the first stage of clearing torque, The pre-stored multidimensional interpolation function for map can calculate the corresponding output through linear interpolation based on the three input standardized parameters; S23, Request engine torque map output for the first segment of AMT. Verification is performed using the formula. Calculate the requested torque for the first stage of clearing torque. The threshold range, where, This refers to the engine's idle torque. This is a proportional coefficient; if the requested torque for the first stage of clearing torque is... exist Within the range, the requested torque for the first segment of clearing torque is determined. Effective, the first stage of torque clearing control is executed with this as the target; if the requested torque for the first stage of torque clearing is... If it exceeds this range, then... As the revised requested torque ; S24. Request torque based on the verified first segment of torque clearing. A torque control command is sent to the engine ECU, which includes the requested torque for the first stage of torque clearing. and torque reduction rate requirements , ,in, This is the maximum permissible time for the first stage of torque clearing.

[0034] In step S2, the process of constructing the pre-calibrated AMT first segment request engine torque map also includes sub-step S25: during the bench test phase, according to the current gear... (Gears 1-12), Driving Resistance (500N-5000N, 500N interval), actual engine torque at the starting point (100N) m-1500N m, interval 100N The combined operating conditions of m) were used to collect data on the shift shock. The measured value of the first stage clearing torque request Then through the formula The measured values ​​are smoothed, where For different gears , Working conditions corresponding The mean, and finally the As a calibration value for the map, it ensures that the map output is... It conforms to the measured data and is adaptable to the working conditions, and the steps used in this process... , , The parameter definitions are completely consistent with those in steps S1 and S21, ensuring the correlation between map input and output.

[0035] In step S2, the first stage of torque clearing control also includes a torque dynamic compensation sub-step S26: real-time acquisition of the actual engine torque. (k is the control cycle number, cycle 10ms), calculate the current torque deviation. ;like ( The deviation threshold is determined by the formula. (Calculation), then through the formula PID compensation is applied to the requested torque, where This is the proportionality coefficient (calibrated value 0.3-0.8). This is the integral coefficient (calibrated value 0.05-0.2). The control period is 10ms. The integral cumulative value of the torque deviation; after compensation. Replace the original As the control objective of the current cycle, the problem of actual torque tracking lag caused by torque response lag in natural gas engines is to be solved, and , This step is directly related to the parameters in steps S22 and S23, forming a closed-loop control logic.

[0036] Next, step S3 includes: S31. Set the torque monitoring cycle and collect real-time data, with a single control cycle of 10ms. Collect the actual engine torque of the current cycle k through the engine torque sensor. And retrieve the current cycle k first segment clearing torque request output in step S2. Simultaneously record the torque deviation of the previous cycle. , ; S32. Calculate the current cycle torque deviation and deviation increment using the formula. Calculate the torque deviation in the current cycle. And through the formula Calculate the current cycle torque deviation increment ;in, The torque requested for the first segment of the current cycle k is the torque required for clearing torque. The actual torque of engine k in the current cycle, and the torque deviation increment for the current cycle. Used to reflect the changing trend of torque deviation and to determine whether the actual torque converges to the requested torque; S33. Retrieve the pre-calibrated multi-dimensional threshold map table and obtain the engine speed signal under the current operating conditions. Actual engine torque Input the map table and calculate the torque error threshold corresponding to the current operating condition using linear interpolation. Error increment threshold and the minimum number of periods that continuously satisfy the conditions. The expression is: ; in, This is the interpolation function for the map table; S34. Perform steady-state error analysis and determine the inflection point; monitor in real time. and Whether the condition is met, and simultaneously record the number of consecutive cycles that meet the condition through counter C; when When the current moment is determined to be the inflection point of the requested engine torque, an inflection point trigger signal is generated. This signal is used to terminate the first stage of torque clearing control in step S2 and start the second stage of torque clearing control in step S4.

[0037] In step S3, after calculating the torque deviation and deviation increment, an abnormal deviation correction sub-step S35 is also included: when the torque deviation of the current cycle is detected... When E is the error threshold obtained in step S33, it is determined to be an abnormal deviation, and the formula is used to determine the error threshold. Adjust the requested torque for the current cycle to obtain the adjusted requested torque. Where 0.3 is an adjustment coefficient (determined through calibration, with a value range of 0.2-0.4); simultaneously, the deviation calculation logic is updated, and... Recalculated To avoid delays in inflection point determination due to excessive deviation between the requested torque and the actual torque, and in this step... , Each parameter is directly associated with the parameter in step S32 to ensure the consistency of the correction logic.

[0038] In step S3, after determining the inflection point, there is also an inflection point validity verification sub-step S36: for three consecutive control cycles after determining the inflection point... Calculate the torque deviation for each cycle. , , and deviation increment , , ; through formula Calculate the mean deviation Through formula Calculate the mean of the deviation increment ;like and (E and ΔE are the thresholds obtained in step S33), then the inflection point is confirmed to be valid, and the start signal in step S4 is continuously triggered; if the condition is not met, the inflection point is determined to be invalid, the counter C is reset, and the process returns to step S32 for re-monitoring to avoid misjudging the inflection point due to instantaneous sensor fluctuations. Furthermore, in this step... , The calculation logic is completely consistent with step S32, ensuring the accuracy of the verification results.

[0039] Then, step S4 includes: S41. After determining the requested engine torque inflection point in step S3, receive the inflection point trigger signal in real time, and simultaneously retrieve the vehicle's current gear obtained in step S1. Vehicle driving resistance and the actual torque of the engine at the starting point And collect the actual engine torque at the inflection point. ; S42. Considering that the vehicle's driving resistance may fluctuate slightly due to changes in road conditions at the inflection point, the formula is used... Resistance to vehicle movement Make corrections and adjust the vehicle's driving resistance accordingly. With the current gear Actual engine torque at starting point Together, they constitute the input parameters for the second stage of AMT requesting engine torque map, avoiding deviations in the requested torque output due to resistance fluctuations; S43, Corrected vehicle driving resistance Current gear Actual engine torque at starting point Real-time input of the pre-calibrated AMT second segment request engine torque map, whose mapping relationship satisfies ,in, The requested torque for the second stage of clearing torque, Pre-stored multidimensional interpolation functions for map; S44, Request torque for the second stage of clearing torque. Boundary constraints and dynamic adjustments: through formulas Calculate the requested torque for the second stage of clearing torque. lower limit ,in, This is the minimum friction torque of the engine. This represents the actual engine torque at the inflection point, with 0.2 as a safety factor; if Then the requested torque for the second stage of clearing torque will be... Adjusted to To avoid engine instability caused by excessively low torque; the required torque for the second stage of torque clearing. or As the control target for the second stage of torque clearing, a torque control command is sent to the engine ECU to initiate the second stage of torque clearing control.

[0040] In step S4, the process of constructing the pre-calibrated AMT second segment request engine torque map also includes sub-step S45: during the bench test phase, in the current gear... (Gears 1-12), Driving Resistance (500N-5000N, 500N interval), actual engine torque at the starting point (100N) m-1500N m, interval 100N The combined operating conditions (m) were collected to ensure that the torque fluctuation of the transmission system was ≤10N. The measured value of the second stage clearing torque request for m ; through formula Compensation is applied to the measured values, where This is the compensation coefficient (calibrated value 0.1-0.3). This refers to the actual torque at the inflection point under the corresponding operating condition. The average friction torque of the engine under this operating condition; ultimately, it is... As a calibration value for the map, it ensures that the map output is... It can adapt to the torque stability requirements under different operating conditions, and the current gear in this step Driving resistance Actual engine torque at starting point It corresponds exactly to the input parameters in step S41.

[0041] In step S4, the second stage of torque clearing control also includes a torque stabilization compensation sub-step S46: with a control cycle of 10ms, the actual engine torque for the current cycle is collected in real time. Calculate torque fluctuation , (This refers to the actual torque of the previous cycle). ( The threshold for torque fluctuation in the second stage is determined by the formula. Calculate, where 0.05 is the fluctuation threshold coefficient, then use the formula... Compensation is provided for the requested torque, where This is the proportional compensation coefficient (calibrated value 0.2-0.5); after compensation... Replace the original As the current cycle control objective, it is crucial to ensure that the engine torque remains stable during the second torque clearing phase, providing a stable foundation for subsequent transmission system torque balance determination. Furthermore, in this step... , These parameters are directly associated with those in steps S43 and S41, respectively, to form a closed-loop stable control logic.

[0042] Finally, step S5 includes: S51. During the second stage of torque control, with a control cycle of 10ms, the actual engine torque of the current cycle is collected in real time by the engine sensor. Engine friction torque Engine accessory torque Simultaneously, the engine speed of the current cycle is collected. With forward cycle engine speed Among them, engine friction torque Obtained by querying the friction torque pre-stored in the engine ECU; S52, Based on the current cycle engine speed collected in step S51 With forward cycle engine speed Through formula Calculate the change in engine speed; and according to the formula Calculate the engine inertial torque ;in, This refers to the rotational inertia of the engine flywheel and camshaft. To control the cycle, The coefficient for converting rotational speed (r / min) to angular velocity (rad / s); S53. Based on the balance relationship between the actual engine torque and the transmission system resistance torque, using the formula... The torque value corresponding to the torque balance point of the transmission system is calculated. Real-time comparison of the actual engine torque during the current cycle in the second stage of torque clearing control. and If satisfied If so, it is determined that the torque of the rotating system has reached equilibrium; S54. After step S53 determines that the transmission system torque has reached balance, a disengagement command is sent to the clutch controller. The command includes the clutch disengagement speed. End the gear shifting and torque clearing process; among which, In the formula This is the maximum disengagement stroke of the clutch. To maximize the allowable separation time and ensure a smooth clutch disengagement process, avoiding separation shocks caused by torque imbalance, the shift clearing process ends at this point, creating a load-free condition for subsequent gear shifting.

[0043] Furthermore, in step S5, if the actual engine torque during the second stage of torque clearing... Persistently below It also includes the requested torque for the second stage of clearing torque. Provide compensation: When detected Furthermore, after two consecutive control cycles, a torque compensation command is sent to the engine ECU, and the requested torque after compensation is... ;in, Through this compensation Towards Convergence, avoid due to Too low a speed causes the vehicle to drag the engine, which in turn causes powertrain oscillations. The calculation is based on S53. With the present This ensures that the compensation amount matches the real-time balance demand.

[0044] In step S5, after calculating the torque balance point of the transmission system, there is also a sub-step S55 for continuous verification of the balance state: after the torque balance is first determined in S53, the system continues to monitor for three consecutive control cycles. of and Through formula Calculate the average balance deviation over three periods; if If the balance is stable, the clutch disengages; if the threshold is exceeded, return to S51 to re-acquire parameters and recalculate. To avoid misjudging the equilibrium state due to instantaneous parameter fluctuations, and in this step... , The calculation logic is completely consistent with S51-S53, ensuring the accuracy of the verification.

[0045] This invention significantly reduces torque spikes and shocks during gear shifts by employing phased torque reduction control (first stage of rapid torque reduction, second stage of stable torque) combined with real-time dynamic adaptation to operating conditions. This effectively solves the shift jerking problem caused by torque response lag in natural gas engines, improving vehicle smoothness and ride comfort. Furthermore, it uses real-time queries of a pre-calibrated multi-dimensional MAP table based on the current gear, driving resistance, and actual engine torque, overcoming the limitations of traditional fixed-curve strategies. This allows for precise adaptation to different gradients, loads, and road conditions, avoiding speed fluctuations or shift shocks caused by excessive or insufficient torque reduction.

[0046] This invention replaces the traditional fixed-time threshold switching method by dynamically determining the inflection point through real-time monitoring of torque deviation and deviation increment, combined with steady-state error analysis. This ensures precise switching timing during the torque clearing stage, improving torque clearing efficiency and shifting coordination. The introduction of signal standardization processing, torque output verification, boundary limits, and dynamic compensation mechanisms effectively addresses abnormal situations such as sensor noise and sudden changes in operating conditions, ensuring the rationality and safety of torque clearing control commands and enhancing the system's anti-interference capability.

[0047] This invention calculates the dynamic balance point of friction torque, accessory torque, and inertial torque to ensure a smooth transition of transmission torque when the clutch disengages, avoiding torque oscillation when the engine switches from a driving state to a reverse-dragging state, and protecting key components of the powertrain.

[0048] In some embodiments, the shift and torque clearing control system 200 of the vehicle AMT may include multiple functional modules composed of computer program segments. The computer programs of each program segment in the shift and torque clearing control system 200 of the vehicle AMT may be stored in the memory of a computer device and executed by at least one processor to perform (see details). Figure 1 (Description) The shift clearing torque control function of the vehicle's AMT.

[0049] In this embodiment, the shift and torque clearing control system 200 of the vehicle AMT can be divided into multiple functional modules according to the functions it performs, such as... Figure 2 As shown. The functional modules may include: a vehicle parameter acquisition module 210, a first-stage torque clearing control module 220, a torque inflection point determination module 230, a second-stage torque clearing control module 240, and a transmission system torque balance point calculation module 250. The module referred to in this invention is a series of computer program segments that can be executed by at least one processor and perform a fixed function, stored in memory. In this embodiment, the functions of each module will be detailed in subsequent embodiments.

[0050] Specifically, the vehicle parameter acquisition module 210 is used to acquire the vehicle's current gear, driving resistance, and the actual engine torque at the start point of the control phase after the AMT enters the torque clearing control phase; the first-stage torque clearing control module 220 is used to input the acquired current gear, driving resistance, and actual engine torque into a pre-calibrated AMT first-stage requested engine torque map in real time, and output the requested torque for the first-stage torque clearing to perform the first-stage torque clearing control; the torque inflection point determination module 230 is used to monitor the deviation and deviation increment between the actual engine torque and the requested engine torque in real time, and determine the torque based on the steady-state error analysis method. The system determines the inflection point of the requested engine torque; the second-stage torque clearing control module 240, when the inflection point is determined to occur, inputs the vehicle's current gear, driving resistance, and actual engine torque into the pre-calibrated AMT second-stage requested engine torque map in real time, and outputs the requested torque for the second-stage torque clearing to perform the second-stage torque clearing control; the transmission system torque balance point calculation module 250, based on the balance relationship between the actual engine torque and the transmission system resistance torque, calculates the transmission system torque balance point; and when the actual engine torque drops to the transmission system torque balance point, it controls the clutch to perform a disengagement action, and the shifting torque clearing process ends.

[0051] Figure 3 This is a schematic diagram of a terminal 300 provided in an embodiment of the present invention. The terminal 300 can be used to execute the shift torque clearing control method of a vehicle AMT provided in an embodiment of the present invention.

[0052] The terminal 300 may include a processor 310, a memory 320, and a communication module 330. These components communicate via one or more buses. Those skilled in the art will understand that the server structure shown in the figure does not constitute a limitation of the present invention. It may be a bus topology or a star topology, and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0053] The memory 320 can be used to store the execution instructions of the processor 310. The memory 320 can be implemented by any type of volatile or non-volatile memory terminal or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. When the execution instructions in the memory 320 are executed by the processor 310, the terminal 300 is able to perform some or all of the steps in the above method embodiments.

[0054] The processor 310 serves as the control center of the storage terminal, connecting various parts of the electronic terminal via various interfaces and lines. It executes software programs and / or modules stored in the memory 320, and calls data stored in the memory to perform various functions of the electronic terminal and / or process data. The processor can be composed of integrated circuits (ICs), such as a single packaged IC or multiple packaged ICs with the same or different functions connected together. For example, the processor 310 may consist only of a central processing unit (CPU). In this embodiment of the invention, the CPU may have a single processing core or include multiple processing cores.

[0055] The communication module 330 is used to establish a communication channel, enabling the storage terminal to communicate with other terminals. It receives user data sent by other terminals or sends user data to other terminals.

[0056] The present invention also provides a computer storage medium, wherein the computer storage medium may store a program, which, when executed, may include some or all of the steps provided in the embodiments of the present invention. The storage medium may be a magnetic disk, an optical disk, read-only memory (ROM), or random access memory (RAM), etc.

[0057] Those skilled in the art will clearly understand that the techniques in the embodiments of the present invention can be implemented using software plus necessary general-purpose hardware platforms. Based on this understanding, the technical solutions in the embodiments of the present invention, or the parts that contribute to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium such as a USB flash drive, mobile hard drive, read-only memory (ROM), random access memory (RAM), magnetic disk, or optical disk, or other media capable of storing program code. It includes several instructions to cause a computer terminal (which may be a personal computer, server, or a second terminal, network terminal, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention.

[0058] The same or similar parts between the various embodiments in this specification can be referred to mutually. In particular, the terminal embodiments are basically similar to the method embodiments, so the description is relatively simple, and the relevant parts can be referred to the description in the method embodiments.

[0059] In the embodiments provided by this invention, it should be understood that the disclosed systems and methods can be implemented in other ways. For example, the system embodiments described above are merely illustrative. For instance, the division of modules is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple modules or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between systems or modules may be electrical, mechanical, or other forms.

[0060] The modules described as separate components may or may not be physically separate. The components shown as modules may or may not be physical modules; that is, they may be located in one place or distributed across multiple network modules. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs.

[0061] In addition, the functional modules in the various embodiments of the present invention can be integrated into one processing module, or each module can exist physically separately, or two or more modules can be integrated into one module.

[0062] Although the present invention has been described in detail with reference to the accompanying drawings and preferred embodiments, the present invention is not limited thereto. Various equivalent modifications or substitutions can be made to the embodiments of the present invention by those skilled in the art without departing from the spirit and essence of the invention, and such modifications or substitutions should all be within the scope of the present invention. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should also be covered within the protection scope of the present invention.

Claims

1. A method for shifting and clearing torque in a vehicle AMT, characterized in that, include: S1. After the AMT enters the torque clearing control phase, obtain the vehicle's current gear, driving resistance, and the actual engine torque at the start point of this control phase. S2. Input the current gear, driving resistance and actual engine torque into the pre-calibrated AMT first stage request engine torque map in real time, and output the request torque for the first stage torque clearing to perform the first stage torque clearing control. S3. Monitor the deviation and increment of the actual engine torque from the requested engine torque in real time, and determine the inflection point of the requested engine torque based on the steady-state error analysis method. S4. When the inflection point is determined to occur, the vehicle's current gear, driving resistance and actual engine torque are input into the pre-calibrated AMT second stage request engine torque map in real time, and the request torque for second stage torque clearing is output to perform second stage torque clearing control. S5. Based on the balance relationship between the actual engine torque and the transmission system resistance torque, calculate the transmission system torque balance point; and when the actual engine torque drops to the transmission system torque balance point, control the clutch to perform the disengagement action, and the shifting and torque clearing process ends.

2. The shifting and torque clearing control method for a vehicle AMT according to claim 1, characterized in that, Step S1 includes: S11. At the start of the torque clearing control phase, the net output torque signal of the engine from the engine control unit is synchronously triggered and collected via the controller area network bus. Current gear signal from the transmission control unit Engine speed signal from crankshaft position sensor and the current vehicle speed signal from the vehicle speed sensor. And apply a timestamp to each signal; S12, Based on the acquired engine net output torque signal Engine speed signal and current vehicle speed signal Through the vehicle longitudinal dynamics equations Calculate the current driving resistance of the vehicle ;in, Indicates the vehicle's traction force; S13. Collect the actual engine torque at the start point of the torque control phase using an engine cylinder pressure sensor or torque sensor. The actual torque of the engine Record the engine's initial output state and the current gear when the torque control is activated. Vehicle driving resistance Together, they constitute the three-dimensional input dimension of the pre-calibrated map.

3. The shifting and torque clearing control method for a vehicle AMT according to claim 2, characterized in that, Step S2 includes: S21. The current gear G and vehicle driving resistance obtained in step S1. The actual engine torque at the start of the torque control phase. Standardize the process; S22. Standardize the current gear value after standardization. Standardized values ​​of vehicle running resistance Standardized value of actual engine torque at the start point of torque control phase The real-time input to the pre-calibrated AMT first segment request engine torque map is a three-dimensional data table constructed through bench testing and real vehicle calibration, and its mapping relationship satisfies... ,in The requested torque for the first stage of clearing torque, Pre-stored multidimensional interpolation functions for map; S23, Request engine torque map output for the first segment of AMT. Verification is performed using the formula. Calculate the requested torque for the first stage of clearing torque. The threshold range, where, This refers to the engine's idle torque. This is a proportional coefficient; if the requested torque for the first stage of clearing torque is... exist Within the range, the requested torque for the first segment of clearing torque is determined. Effective, the first stage of torque clearing control is executed with this as the target; if the requested torque for the first stage of torque clearing is... If it exceeds this range, then... As the revised requested torque ; S24. Request torque based on the verified first segment of torque clearing. A torque control command is sent to the engine ECU, which includes the requested torque for the first stage of torque clearing. and torque reduction rate requirements , ,in, This is the maximum permissible time for the first stage of torque clearing.

4. The shifting and torque clearing control method for a vehicle AMT according to claim 3, characterized in that, Step S3 includes: S31. Set the torque monitoring cycle and collect real-time data, with a single control cycle of 10ms. Collect the actual engine torque of the engine in the current cycle k using the engine torque sensor. And retrieve the current cycle k first segment clearing torque request output in step S2. Simultaneously record the torque deviation of the previous cycle. , ; S32. Calculate the current cycle torque deviation and deviation increment using the formula. Calculate the torque deviation in the current cycle. And through the formula Calculate the current cycle torque deviation increment ;in, The torque requested for the first segment of the current cycle k is the torque required for clearing torque. The actual torque of engine k in the current cycle, and the torque deviation increment for the current cycle. Used to reflect the changing trend of torque deviation and to determine whether the actual torque converges to the requested torque; S33. Retrieve the pre-calibrated multi-dimensional threshold map table and obtain the engine speed signal under the current operating conditions. Actual engine torque Input the map table and calculate the torque error threshold corresponding to the current operating condition using linear interpolation. Error increment threshold and the minimum number of periods that continuously satisfy the conditions. The expression is: ； in, This is the interpolation function for the map table; S34. Perform steady-state error analysis and determine the inflection point; monitor in real time. and Whether the condition is met, and simultaneously record the number of consecutive cycles that meet the condition through counter C; when When the current moment is determined to be the inflection point of the requested engine torque, an inflection point trigger signal is generated. This signal is used to terminate the first stage of torque clearing control in step S2 and start the second stage of torque clearing control in step S4.

5. The shift torque clearing control method for a vehicle AMT according to claim 4, characterized in that, Step S4 includes: S41. After determining the requested engine torque inflection point in step S3, receive the inflection point trigger signal in real time, and simultaneously retrieve the vehicle's current gear obtained in step S1. Vehicle driving resistance and the actual torque of the engine at the starting point And collect the actual engine torque at the inflection point. ; S42, through formula Resistance to vehicle movement Make corrections and adjust the vehicle's driving resistance accordingly. With the current gear Actual engine torque at starting point Together, they constitute the input parameters for the second segment of the AMT request for the engine torque map; S43, Corrected vehicle driving resistance Current gear Actual engine torque at starting point Real-time input of the pre-calibrated AMT second segment request engine torque map, whose mapping relationship satisfies ,in, The requested torque for the second stage of clearing torque, Pre-stored multidimensional interpolation functions for map; S44, Request torque for the second stage of clearing torque. Boundary constraints and dynamic adjustments: through formulas Calculate the requested torque for the second stage of clearing torque. lower limit ,in, This is the minimum friction torque of the engine. This represents the actual engine torque at the inflection point, with 0.2 as a safety factor; if Then the requested torque for the second stage of clearing torque will be... Adjusted to The requested torque for the second stage of clearing torque. or As the control target for the second stage of torque clearing, a torque control command is sent to the engine ECU to initiate the second stage of torque clearing control.

6. The shifting and torque clearing control method for a vehicle AMT according to claim 5, characterized in that, Step S5 includes: S51. During the second stage of torque clearing control, with a control cycle of 10ms, the actual engine torque of the current cycle is collected in real time by the engine sensor. Engine friction torque Engine accessory torque Simultaneously, the engine speed of the current cycle is collected. With forward cycle engine speed ; S52, Based on the current cycle engine speed collected in step S51 With forward cycle engine speed Through formula Calculate the change in engine speed; and according to the formula Calculate the engine inertial torque ;in, This refers to the rotational inertia of the engine flywheel and camshaft. To control the cycle, The coefficient for converting rotational speed (r / min) to angular velocity (rad / s); S53. Based on the balance relationship between the actual engine torque and the transmission system resistance torque, using the formula... The torque value corresponding to the torque balance point of the transmission system is calculated. Real-time comparison of the actual engine torque during the current cycle in the second stage of torque clearing control. and If satisfied If so, it is determined that the torque of the rotating system has reached equilibrium; S54. After step S53 determines that the transmission system torque has reached balance, a disengagement command is sent to the clutch controller. The command includes the clutch disengagement speed. End the shifting and torque clearing process; among which, In the formula This is the maximum disengagement stroke of the clutch. This is the maximum permissible separation time.

7. The shift torque clearing control method for a vehicle AMT according to claim 6, characterized in that, In step S5, if the actual engine torque during the second stage of torque clearing... Persistently below It also includes the requested torque for the second stage of clearing torque. Compensation will be provided. When detected Furthermore, after two consecutive control cycles, a torque compensation command is sent to the engine ECU, and the requested torque after compensation is... ;in, .

8. A shift torque clearing control system for a vehicle AMT, characterized in that, include: The vehicle parameter acquisition module is used to acquire the vehicle's current gear, driving resistance, and the actual engine torque at the start point of the control phase after the AMT enters the torque clearing control phase. The first-stage torque clearing control module is used to input the current gear, driving resistance and actual engine torque in real time into the pre-calibrated AMT first-stage requested engine torque map, and output the requested torque for the first-stage torque clearing to perform the first-stage torque clearing control. The torque inflection point determination module is used to monitor the deviation and increment of the actual engine torque from the requested engine torque in real time, and to determine the inflection point of the requested engine torque based on the steady-state error analysis method. The second-stage torque clearing control module is used to input the vehicle's current gear, driving resistance, and actual engine torque into the pre-calibrated AMT second-stage request engine torque map in real time when the inflection point is determined to occur, and output the request torque for second-stage torque clearing to perform second-stage torque clearing control. The transmission system torque balance point calculation module is used to calculate the transmission system torque balance point based on the balance relationship between the actual engine torque and the transmission system resistance torque. When the actual engine torque drops to the torque balance point of the transmission system, the clutch is controlled to perform a disengagement action, and the shifting and torque clearing process ends.

9. A terminal, characterized in that, include: processor; Memory used to store the processor's execution instructions; The processor is configured to perform the method of any one of claims 1-7.

10. A computer-readable storage medium storing a computer program, characterized in that, When the program is executed by the processor, it implements the method as described in any one of claims 1-7.

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