Automatic gear shifting control method and system, electronic equipment and storage medium

Abstract

The invention discloses an automatic gear shifting control method and system, electronic equipment and a storage medium, and relates to the technical field of transmission control, and the automatic gear shifting control method comprises the steps that when a gear shifting instruction is received, the current engine rotating speed and the current vehicle speed are obtained, and a clutch is separated; according to the current engine rotating speed, the current vehicle speed and the transmission ratio corresponding to the current gear of the main gearbox, the current gear of the auxiliary gearbox is determined; according to the current gear and the gear shifting intention of the auxiliary gearbox, a corresponding target gear shifting speed difference window is determined from a preset gear shifting speed difference window corresponding relation table, and the speed difference window represents the difference value range of the rotating speed of an engine allowing the gear shifting action to be executed and the rotating speed of an input shaft of the main gearbox; and the difference value between the current engine rotating speed and the real-time input shaft rotating speed of the main gearbox is calculated, when it is determined that the difference value enters the target gear shifting speed difference window and reaches the first preset duration, it is judged that the gear shifting opportunity is met, and gear shifting execution action is triggered. According to the technical scheme, the reliability of automatic gear shifting is improved.

Description

Technical Field

[0001] This application relates to the field of transmission control technology, specifically to an automatic gear shifting control method, system, electronic device, and storage medium. Background Technology

[0002] Automated Manual Transmission (AMT) technology in agricultural machinery (such as tractors) aims to improve driving comfort and operational efficiency. Existing AMT shift control strategies typically determine shift timing based on a fixed speed difference between engine speed and transmission input shaft speed. However, agricultural machinery generally employs complex transmission systems with a main and auxiliary transmission combination, where the auxiliary transmission significantly alters the overall vehicle gear ratio. The existing "fixed speed difference" shift strategy does not consider the fundamental impact of the auxiliary transmission's actual gear position on the system's dynamic characteristics. This leads to a situation where, in actual operation, the fixed shift speed difference threshold cannot match the auxiliary transmission's different gear positions, resulting in inaccurate shift timing, large shift shocks, and even gear engagement failures. This problem is particularly pronounced when skipping gears or operating under varying load conditions. Therefore, enabling the AMT system's shift control to automatically adapt to changes in the auxiliary transmission's gear position, achieving smarter, smoother, and more reliable shifting, has become a pressing technical challenge in this field. Summary of the Invention

[0003] To address the aforementioned technical problems, this application provides an automatic gear shifting control method, system, electronic device, and storage medium.

[0004] In a first aspect, this application provides an automatic gear shifting control method applied to an automatic mechanical transmission in agricultural machinery, comprising: upon receiving a shift command, acquiring the current engine speed and current vehicle speed, and sending a clutch disengagement request to the clutch control unit to disengage the clutch; determining the current gear of the auxiliary transmission based on the current engine speed, current vehicle speed, and the transmission ratio corresponding to the current gear of the main transmission; determining the corresponding target shift speed difference window from a preset shift speed difference window correspondence table based on the current gear of the auxiliary transmission and the shift intention, wherein the shift command includes a shift intention, the shift speed difference window correspondence table includes multiple speed difference windows corresponding to multiple gear combinations, each gear combination includes a gear of the auxiliary transmission and a shift intention, and the speed difference window represents the range of the difference between the engine speed and the input shaft speed of the main transmission that allows the shift action to be performed; calculating the difference between the current engine speed and the real-time input shaft speed of the main transmission, and determining that the shift timing is met and triggering the shift action when the difference enters the target shift speed difference window and reaches a first preset time.

[0005] By adopting the above technical solution, upon receiving a shift command, the current engine speed and vehicle speed are obtained and the clutch is disengaged, thus preparing for a shift. Based on the current engine speed, vehicle speed, and the transmission ratio corresponding to the current gear of the main transmission, the current gear of the auxiliary transmission is determined, enabling shift control to consider changes in the auxiliary transmission gear. Based on the current gear of the auxiliary transmission and the shift intention, the target shift speed difference window is determined, allowing the shift speed difference threshold to match the auxiliary transmission gear. When the difference enters the target shift speed difference window and reaches a first preset time, the shift timing is determined to be met, and the shift execution action is triggered. This achieves more intelligent, smoother, and more reliable shifting, avoiding problems such as inaccurate shift timing, large shift shock, and failed shifting, thereby improving the reliability of automatic shifting.

[0006] Optionally, the current gear of the auxiliary transmission is determined based on the current engine speed, current vehicle speed, and the gear ratio corresponding to the current gear of the main transmission. This includes: calculating the real-time gear ratio of the auxiliary transmission using the following formula: Real-time gear ratio of the auxiliary transmission = (Current engine speed × Gear ratio corresponding to the current gear of the main transmission) / (Current vehicle speed × Conversion coefficient), where the conversion coefficient is a pre-calibrated fixed value; comparing the real-time gear ratio of the auxiliary transmission with multiple pre-stored standard gear ratios to determine the target standard gear ratio, where the target standard gear ratio represents the standard gear ratio with the smallest distance from the real-time gear ratio of the auxiliary transmission; and determining the auxiliary gear corresponding to the target standard gear ratio as the current gear of the auxiliary transmission based on a pre-set correspondence table of auxiliary gears and gear ratios.

[0007] By adopting the above technical solution, the real-time transmission ratio of the auxiliary transmission is calculated using the current engine speed, current vehicle speed, and the transmission ratio corresponding to the current gear of the main transmission. Then, the current gear of the auxiliary transmission is determined by comparing it with the pre-stored standard transmission ratio. This allows the shift control to take into account the changes in the auxiliary transmission gear, avoiding the problem in related technologies where the "fixed speed difference" shift strategy does not consider the impact of the auxiliary transmission gear on the dynamic characteristics of the system. This solves problems such as inaccurate shift timing, large shift shock, and failed shifting, achieving a more intelligent, smoother, and more reliable shift.

[0008] Optionally, triggering a gear shifting action includes: driving the corresponding gear shifting motor to move towards the target angle through PID closed-loop control; and, after determining that the target angle has been reached and maintained for a second preset duration, sending a clutch engagement request to the clutch control unit to complete the gear shift.

[0009] By adopting the above technical solution, when the shifting timing is met, the shifting actuator motor is driven to move towards the target angle through PID closed-loop control. After reaching the target angle and maintaining it for a second preset time, the clutch is engaged to complete the shift. This allows the shifting control to automatically adapt to changes in the auxiliary gearbox gear position. The use of PID closed-loop control significantly improves the positioning accuracy of the shifting actuator.

[0010] Optionally, the above method further includes: if the shifting fails, a trial mechanism is initiated, and after each failure, the corresponding shifting execution motor is controlled to retract from the current angle to the opposite direction by a preset angle and then driven back to the target angle. If the preset number of consecutive attempts all fail, the gear is returned to neutral and an error signal indicating shifting failure is sent to the display terminal of the agricultural machinery. The preset angle is a predetermined percentage of the difference between the starting angle of this attempt and the target angle.

[0011] By adopting the above technical solution, a trial mechanism is initiated when a gear shift fails. This mechanism controls the gear shift execution motor to retract and redrive it to the target angle, increasing the likelihood of a successful gear shift. If the preset number of consecutive attempts fail, the gear returns to neutral and an error signal is sent. This timely alerts the operator to the gear shift failure, preventing the equipment from continuing to operate under abnormal conditions and improving the reliability of gear shifting and the safety of the equipment.

[0012] Optionally, the shift execution motor includes a first motor and a second motor. Triggering the shift execution action further includes: using a dual-motor interlock mechanism to trigger the shift execution action, specifically including: when driving the first motor, controlling the second motor to remain in the neutral position range; when driving the second motor, controlling the first motor to remain in the neutral position range.

[0013] By adopting the above technical solution, a dual-motor interlock mechanism is used when the shifting action is triggered. When the first motor is driven, the second motor is controlled to remain in the neutral position range, and when the second motor is driven, the first motor is controlled to remain in the neutral position range. This can avoid interference caused by the simultaneous operation of the two motors, making the shifting process more orderly and reliable, avoiding shifting conflicts, and improving the shifting success rate and shifting quality.

[0014] Optionally, the above method also includes a self-learning optimization step, specifically including: recording relevant data for each gear shift process to obtain historical gear shift data, which includes at least: the number of successes and failures, gear information for each gear shift, target angle, the moment of entering the gear shift speed difference window, motor arrival time, and peak value of motor drive current; dynamically adjusting pre-stored gear shift parameters based on historical gear shift data, and storing the adjusted parameters in non-volatile memory, wherein the gear shift parameters include at least one of the following: the threshold range of the gear shift speed difference window, the target angle offset, the maximum duty cycle of the motor driving the gear shift, and the PID control parameters of the motor driving the gear shift, wherein the target angle is used to represent the synchronizer target positioning angle corresponding to the target gear in the gear shift intention.

[0015] By adopting the above technical solution, historical shift data of the shifting process is recorded, and pre-stored shift parameters are dynamically adjusted based on this data, allowing the shift parameters to adapt to changes in actual shifting conditions. Storing the adjusted parameters in non-volatile memory ensures that the parameters are not lost. Adjusting the threshold range of the shift speed difference window, the target angle offset, the maximum duty cycle of the drive shifting motor, and the PID control parameters optimizes shifting control and improves the intelligence, smoothness, and reliability of shifting. Through self-learning, the shift speed difference threshold, target angle offset, motor duty cycle, and PID parameters are continuously and dynamically fine-tuned, enabling the system to continuously optimize with mechanical wear.

[0016] Optionally, the pre-stored shift parameters can be dynamically adjusted based on historical shift data, including: if the shift success rate under the target gear combination exceeds a preset threshold, the corresponding shift speed difference window is narrowed by 5%-10%; if the shift failure rate under the target gear combination exceeds a preset threshold, the corresponding shift speed difference window is widened by 5%-15%, wherein the target gear combination is any one of multiple gear combinations.

[0017] By adopting the above technical solution, if the shift success rate under the target gear combination exceeds the preset threshold, the corresponding shift speed difference window will be narrowed by 5%-10%; if the shift failure rate exceeds the preset threshold, the corresponding shift speed difference window will be widened by 5%-15%. This allows the shift control of the AMT system to automatically adapt to changes in the auxiliary gearbox gears. It can also dynamically adjust the shift speed difference window based on the shift success rate and failure rate, optimize shift parameters, and further improve the accuracy and reliability of shifting.

[0018] Optionally, the shift command is obtained through the shift lever. When the shift command is received, the current engine speed and the current vehicle speed are obtained, including: when the shift command is received, the current engine speed, the current vehicle speed and the real-time input shaft speed are obtained from the first sensor, the second sensor and the third sensor respectively through the CAN bus.

[0019] By adopting the above technical solution, the shifting command can be obtained by the shift lever, which makes it convenient for the driver to operate; by obtaining the current engine speed, current vehicle speed and real-time input shaft speed from various sensors through the CAN bus, the data can be transmitted efficiently and accurately, providing a reliable data basis for subsequent determination of the current gear of the auxiliary gearbox, the target shift speed difference window, etc., thereby making the shifting control more intelligent, smoother and more reliable.

[0020] Optionally, the gear ratio corresponding to the current gear of the main transmission is obtained in the following way: real-time angle data of the first motor and the second motor are obtained by angle sensors respectively; the motor angle range corresponding to each gear of the main transmission and the dual-motor interlock determination rules are preset, wherein the motor angle range includes the neutral angle range and the angle range of each working gear, and the dual-motor interlock determination rules are: if the real-time angle of the first motor is in the non-neutral angle range, then the second motor must remain in the neutral angle range; if the real-time angle of the second motor is in the non-neutral angle range, then the first shift execution motor must remain in the neutral angle range; based on the real-time angle data of the first motor and the second motor, combined with the motor angle range and the dual-motor interlock determination rules, the current gear of the main transmission is identified and determined.

[0021] By adopting the above technical solution, the current gear position of the main gearbox can be accurately identified and determined, and then the real-time transmission ratio of the auxiliary gearbox can be accurately calculated. This provides accurate data for determining the current gear position of the auxiliary gearbox, enabling the shift control to better adapt to changes in the auxiliary gearbox gear position, and achieving more intelligent, smoother, and more reliable shifting.

[0022] In a second aspect of this application, an automatic gear shifting control system is also provided for executing the automatic gear shifting control method of any of the preceding claims, comprising: an acquisition module, configured to acquire the current engine speed and current vehicle speed upon receiving a gear shifting command, and send a clutch disengagement request to the clutch control unit to disengage the clutch; a first determination module, configured to determine the current gear of the auxiliary transmission based on the current engine speed and current vehicle speed; a second determination module, configured to determine the corresponding target gear shifting speed difference window from a preset gear shifting speed difference window correspondence table based on the current gear of the auxiliary transmission and the gear shifting intention, wherein the gear shifting command includes a gear shifting intention, the gear shifting speed difference window correspondence table includes speed difference windows corresponding to multiple gear combinations, each gear combination includes a gear of the auxiliary transmission and a gear shifting intention, and the speed difference window represents the range of the difference between the engine speed and the input shaft speed of the main transmission that allows the gear shifting action to be performed; and a control module, configured to calculate the difference between the current engine speed and the real-time input shaft speed of the main transmission, and, if it is determined that the difference enters the target gear shifting speed difference window and reaches a first preset time, determine that the gear shifting timing is met, and trigger the gear shifting action.

[0023] In a third aspect of this application, an electronic device is also provided, including a memory and a processor, wherein a computer program is stored in the memory, and the processor executes the program to implement the method steps of any of the above claims.

[0024] In a fourth aspect of this application, a computer-readable storage medium is also provided, which stores instructions that, when executed, perform the method steps of any of the above claims.

[0025] In summary, one or more technical solutions provided in this application have at least the following technical effects or advantages: 1. Upon receiving a shift command, the system acquires the current engine speed and vehicle speed and disengages the clutch to prepare for shifting. Based on the current engine speed, vehicle speed, and the transmission ratio corresponding to the current gear of the main transmission, it determines the current gear of the auxiliary transmission, enabling shift control to consider changes in the auxiliary transmission gear. Based on the current gear of the auxiliary transmission and the shifting intention, it determines the target shift speed difference window, allowing the shift speed difference threshold to match the auxiliary transmission gear. When the difference enters the target shift speed difference window and reaches a first preset time, it determines that the shifting timing is met and triggers the shifting action. This achieves smarter, smoother, and more reliable shifting, avoiding problems such as inaccurate shifting timing, large shifting shock, and failed shifting, thus improving the reliability of automatic shifting. 2. When the shifting timing is met, the shifting actuator motor is driven to move towards the target angle through PID closed-loop control. After reaching the target angle and maintaining it for a second preset time, the clutch is engaged to complete the shift. This allows the shifting control to automatically adapt to changes in the auxiliary gearbox gear position. The use of PID closed-loop control significantly improves the positioning accuracy of the shifting actuator. 3. When a gear shift fails, an attempt mechanism is activated, which controls the gear shift execution motor to retract and redrive it to the target angle, increasing the probability of a successful gear shift. If the preset number of consecutive attempts fail, the gear returns to neutral and an error signal is sent, which can promptly remind the operator of the gear shift failure, prevent the equipment from continuing to operate in an abnormal state, and improve the reliability of gear shifting and the safety of the equipment. 4. Recording historical shift data during the shifting process and dynamically adjusting pre-stored shift parameters based on this allows the shift parameters to adapt to changes in actual shifting conditions. Storing the adjusted parameters in non-volatile memory ensures that the parameters will not be lost. Adjusting the threshold range of the shift speed difference window, the target angle offset, the maximum duty cycle of the drive shifting motor, and the PID control parameters can optimize shifting control. Through self-learning, the shift speed difference threshold, target angle offset, motor duty cycle, and PID parameters are continuously and dynamically fine-tuned, allowing the system to continuously optimize with mechanical wear. Attached Figure Description

[0026] Figure 1 This is a flowchart of an automatic gear shifting control method provided in an embodiment of this application; Figure 2 This is an architecture diagram of an automatic gear shifting control system with self-learning capability provided in an embodiment of this application; Figure 3 This is a schematic diagram of the data flow provided in the embodiments of this application; Figure 4 This is a flowchart of the main gearbox angle range identification provided in an embodiment of this application; Figure 5This is a schematic diagram of the speed difference window query logic provided in the embodiments of this application; Figure 6 This is a schematic diagram of the shift speed difference judgment method provided in the embodiments of this application; Figure 7 This is a schematic diagram of the main shifting process provided in an embodiment of this application; Figure 8 This is a schematic diagram of the self-learning module process provided in an embodiment of this application; Figure 9 This is a structural block diagram of an automatic gear shifting control system provided in an embodiment of this application; Figure 10 This is a schematic diagram of the structure of an electronic device disclosed in an embodiment of this application.

[0027] Explanation of reference numerals in the attached figures: 1000 - Electronic device; 1001 - Processor; 1002 - Communication bus; 1003 - User interface; 1004 - Network interface; 1005 - Memory. Detailed Implementation

[0028] To enable those skilled in the art to better understand the technical solutions in this specification, the technical solutions in the embodiments of this specification will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments.

[0029] In the description of the embodiments of this application, the words "for example" or "for instance" are used to indicate examples, illustrations, or explanations. Any embodiment or design that is described as "for example" or "for instance" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or design options. Rather, the use of the words "for example" or "for instance" is intended to present the relevant concepts in a specific manner.

[0030] In the description of the embodiments of this application, the term "multiple" means two or more. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. The terms "comprising," "including," "having," and variations thereof all mean "including but not limited to," unless otherwise specifically emphasized.

[0031] The following explains some of the terms or English abbreviations that appear in this application.

[0032] AMT (Automated Manual Transmission): An automatic mechanical transmission that uses synchronizers and motors to achieve automatic gear shifting.

[0033] CCU (Clutch Control Unit): The clutch control unit is used to perform clutch disengagement and engagement.

[0034] ECU (Electronic Control Unit): Electronic control unit.

[0035] CAN (Controller Area Network): A vehicle internal bus protocol used to transmit data related to the engine, transmission, vehicle speed, clutch, etc.

[0036] EC1 / EC2 (Electric Control Motor 1 / 2): Two motor actuators used to drive the synchronizer, responsible for gears 1-2 and 3-4 of the main gearbox respectively.

[0037] PID (Proportional-Integral-Derivative): A closed-loop control algorithm used for precise angle positioning of a motor. This application does not elaborate on the mathematical formulas, but uses it as the underlying algorithm for execution control.

[0038] Δn (Speed ​​Difference): The shift speed difference, which is the difference between the engine speed and the transmission input shaft speed, used to determine the shift timing.

[0039] Flash Storage: Non-volatile storage inside the main controller, used to save self-learning parameters.

[0040] MGR: Main Gear Ratio, the fixed gear ratio corresponding to the main gearbox gear.

[0041] SGR: Sub Gear Ratio, the gear ratio corresponding to the secondary gearbox, used to calculate the secondary gearbox gear.

[0042] This application provides an automatic gear shifting control method, applied to an automatic mechanical transmission in agricultural machinery, with reference to... Figure 1 , Figure 1 This is a flowchart of an automatic gear shifting control method provided in an embodiment of this application, including the following steps: Step S101: Upon receiving a shift command, the current engine speed and current vehicle speed are obtained, and a clutch disengagement request is sent to the clutch control unit to disengage the clutch. Step S102: Determine the current gear of the auxiliary gearbox based on the current engine speed, current vehicle speed, and the transmission ratio corresponding to the current gear of the main gearbox. Step S103: Based on the current gear position and shift intention of the auxiliary gearbox, determine the corresponding target shift speed difference window from the preset shift speed difference window correspondence table. The shift instruction includes the shift intention, and the shift speed difference window correspondence table includes speed difference windows corresponding to multiple gear combinations. Each gear combination includes a gear position of the auxiliary gearbox and a shift intention. The speed difference window represents the range of difference between the engine speed and the input shaft speed of the main gearbox that allows the shift action to be performed. Step S104: Calculate the difference between the current engine speed and the real-time input shaft speed of the main gearbox, and determine that the shift timing is met when the difference enters the target shift speed difference window and reaches the first preset time, and trigger the shift execution action.

[0043] Through the above steps, upon receiving a shift command, the current engine speed and vehicle speed are acquired and the clutch is disengaged, preparing for the shift. Based on the current engine speed, vehicle speed, and the transmission ratio corresponding to the current gear of the main transmission, the current gear of the auxiliary transmission is determined, enabling shift control to consider changes in the auxiliary transmission gear. Based on the current gear of the auxiliary transmission and the shift intention, the target shift speed difference window is determined, allowing the shift speed difference threshold to match the auxiliary transmission gear. When the difference enters the target shift speed difference window and reaches a first preset time, the shift timing is determined to be met, and the shift execution action is triggered. This achieves more intelligent, smoother, and more reliable shifting, avoiding problems such as inaccurate shift timing, large shift shock, and failed shifting, thus improving the reliability of automatic shifting.

[0044] This embodiment proposes a dynamic speed difference matching control method based on the auxiliary gearbox gear position and shifting intention. Upon receiving a shift command, the system first acquires the engine speed and vehicle speed and controls clutch disengagement to prepare the basic conditions for gear selection and shifting. Through correlation calculations of engine speed, vehicle speed, and the transmission ratio corresponding to the current gear of the main transmission, the actual current gear of the auxiliary transmission is determined. A preset "shift speed difference window correspondence table" is established, which is a preset speed difference window relationship table containing a two-dimensional mapping of "auxiliary transmission gear + shift intention". Based on the determined current gear of the auxiliary transmission and the shift intention in the command (e.g., shifting from gear x to gear y), the corresponding target shift speed difference window (not a fixed threshold, but a dynamically adapted difference range) is matched. Each "gear combination" consisting of a specific auxiliary transmission gear and a specific shift intention (e.g., upshifting, downshifting) is associated with a custom-designed "shift speed difference window". The actual difference between the engine speed and the main transmission input shaft speed is calculated in real time. When this difference falls within the target speed difference window and persists for a first preset duration (to avoid misjudgment due to instantaneous fluctuations), the smooth shifting condition is confirmed, and the shifting action is triggered. In other words, when making shift decisions, the system no longer uses a fixed speed difference threshold. Instead, it dynamically searches for and applies the most suitable target speed difference window from the aforementioned relationship table based on the real-time identified auxiliary gearbox gear and shifting intention. Only when the difference between the real-time calculated engine speed and the main gearbox input shaft speed enters this dynamically selected "window" and stabilizes for a period of time is it determined to be the optimal shifting time and executed. Related technologies use a fixed speed difference threshold, which does not consider the drastic changes in the vehicle's transmission ratio caused by changes in the auxiliary gearbox gear. The same speed difference value corresponds to completely different vehicle speeds and load conditions under different auxiliary gearbox gears. The fixed threshold cannot accurately capture the optimal synchronization point under all gears and cannot adapt to speed changes in different auxiliary gearbox gears. Due to inaccurate timing judgment, shifting is easily executed when the speed difference is too large or too small. Both excessively large speed differences (impact) and excessively small speed differences (synchronization difficulties) can cause severe impacts, gear grinding, or failure to mesh between the main gearbox engagement sleeve and engagement gear, affecting smoothness and reliability. This embodiment, by matching the most suitable speed difference window to different auxiliary gearbox gears, can more precisely control the shift synchronization process, significantly reduce shift shock and jerking, and improve driving and operating comfort. It ensures that the optimal speed difference range is used under different auxiliary gears and different shifting scenarios, completely solving the problem of inaccurate shifting timing and avoiding shifting failures caused by speed difference mismatch. It particularly improves shifting stability under conditions of skipping gears and varying loads, and reduces mechanical wear on the transmission.

[0045] In an optional embodiment, determining the current gear of the auxiliary transmission based on the current engine speed, current vehicle speed, and the gear ratio corresponding to the current gear of the main transmission includes: calculating the real-time gear ratio of the auxiliary transmission according to the following formula: Real-time gear ratio of auxiliary transmission = (Current engine speed × Gear ratio corresponding to the current gear of the main transmission) / (Current vehicle speed × Conversion coefficient), where the conversion coefficient is a pre-calibrated fixed value; comparing the real-time gear ratio of the auxiliary transmission with multiple pre-stored standard gear ratios to determine a target standard gear ratio, where the target standard gear ratio represents the standard gear ratio with the smallest distance from the real-time gear ratio of the auxiliary transmission; and determining the auxiliary gear corresponding to the target standard gear ratio as the current gear of the auxiliary transmission according to a pre-set correspondence table between auxiliary gears and gear ratios.

[0046] In the above embodiments, the real-time transmission ratio of the auxiliary transmission is calculated using the current engine speed, current vehicle speed, and the transmission ratio corresponding to the current gear of the main transmission. Then, the current gear of the auxiliary transmission is determined by comparing it with the pre-stored standard transmission ratio. This allows the shift control to take into account changes in the auxiliary transmission gear, avoiding the problem in related technologies where the "fixed speed difference" shift strategy does not consider the impact of the auxiliary transmission gear on the dynamic characteristics of the system. It solves problems such as inaccurate shift timing, large shift shock, and failed shifting, achieving a more intelligent, smoother, and more reliable shift.

[0047] This embodiment employs a method for accurately determining the secondary gearbox gear position based on transmission ratio calculation and standard value matching. Specifically, it utilizes engine speed, the current gear ratio of the main gearbox (referred to as the main transmission ratio), vehicle speed, and a pre-calibrated conversion coefficient (associated with fixed parameters such as wheel radius and transmission system mechanical characteristics). The formula "Secondary gearbox real-time transmission ratio = (current engine speed × current main gearbox transmission ratio) / (current vehicle speed × conversion coefficient)" is used to calculate the secondary gear real-time transmission ratio (referred to as the secondary transmission ratio) in reverse from the parameters related to the vehicle's power transmission. The calculated real-time transmission ratio is then compared with the pre-stored standard transmission ratios for each gear in the secondary gearbox. The target standard transmission ratio with the smallest distance is selected (excluding minor deviations caused by mechanical errors and load fluctuations). The smallest distance indicates the smallest absolute value of the difference between the two. Based on a pre-defined "secondary gear - transmission ratio" correspondence table, the secondary gear corresponding to the target standard transmission ratio is determined as the current actual gear, thus achieving accurate identification of the current gear (referred to as the secondary gear) of the secondary gearbox. The relevant technologies do not provide a reliable auxiliary gearbox identification scheme. If the auxiliary gear is not accurately identified, the subsequent speed difference window matching will be meaningless. This embodiment solves the key technical problem of "accurate identification of auxiliary gearbox gear". Through formulaic calculation and standard value comparison, the interference of error is eliminated, and the accurate and stable identification of the auxiliary gear is achieved. Based on the accurate identification of the auxiliary gear, the subsequent matching of the target speed difference window is more targeted, avoiding problems such as shift timing deviation, increased impact, and gear engagement failure caused by misjudgment of the auxiliary gear. In particular, it enhances the control stability under complex operating conditions.

[0048] In an optional embodiment, triggering the shift execution action includes: driving the corresponding shift execution motor to move towards the target angle through PID closed-loop control, and after determining that the target angle has been reached and maintained for a second preset time, sending a clutch engagement request to the clutch control unit to complete the shift.

[0049] In the above embodiments, when the shift timing is met, the shift execution motor is driven to move towards the target angle through PID closed-loop control. After reaching the target angle and maintaining it for a second preset time, the clutch is engaged to complete the shift. This allows the shift control to automatically adapt to changes in the auxiliary gearbox gear position. The use of PID closed-loop control significantly improves the positioning accuracy of the shift execution mechanism.

[0050] Employing a PID closed-loop control algorithm, the system uses the target angle of the shift actuator motor as the setpoint, collects the actual motor angle in real time, calculates the deviation, and adjusts the output through proportional (P), integral (I), and derivative (D) functions to drive the motor to quickly and stably approach the target angle, eliminating positioning errors. After the motor reaches the target angle, a "hold for a second preset duration" judgment step is added to filter out instantaneous positioning misjudgments caused by mechanical vibration and sensor noise, ensuring that the shift fork / synchronizer and other actuators are stably in the target engagement position. Only after the position is confirmed to be stable is a engagement request sent to the clutch control unit, forming a closed-loop execution logic of "precise positioning → stable holding → power recovery," avoiding shocks or gear engagement failures caused by engaging the clutch when the position is not reached. Existing AMT shifting mechanisms often employ open-loop or simple position control, which is prone to inaccurate positioning of the actuator due to load fluctuations, mechanical backlash, and motor response delays, leading to poor gear meshing. This embodiment uses PID closed-loop control to dynamically compensate for deviations, ensuring that the shifting actuator motor accurately reaches the target angle, eliminating the influence of mechanical backlash and load fluctuations, and improving gear meshing accuracy. The clutch is engaged only after the position is stable, avoiding gear impact caused by the actuator not being in position, reducing shift jerking, improving driving comfort, and extending the lifespan of the transmission system. A second preset holding time filter out instantaneous interference, preventing shifting failures due to vibration and bumps, making it particularly suitable for the complex operating environment of agricultural machinery. The "position holding + delay confirmation" mechanism is a key safety logic to ensure shifting quality. It effectively avoids the risks associated with engaging the clutch when the mechanism is not stable, fundamentally reducing faults such as gear grinding and shifting failures, significantly improving the success rate of single shifting actions and the overall reliability of the system. Simultaneously, smooth engagement also reduces component impact and improves the durability of the transmission.

[0051] In practical applications, when driving the shifting motor using PID closed-loop control, the control output is automatically reduced when the difference between the motor's real-time angle and the target angle is less than a preset angle threshold. That is, automatically reducing the control output when the motor's real-time angle approaches the target angle avoids motor overshoot, making the shifting process more stable and smooth, and reducing shifting shock.

[0052] In an optional embodiment, the above method further includes: if the shifting fails, initiating an attempt mechanism, controlling the corresponding shifting execution motor to retract a preset angle from the current angle in the opposite direction after each failure, and re-driving it to the target angle; if the preset number of consecutive attempts all fail, returning to neutral and sending a shifting failure error signal to the display terminal of the agricultural machinery, wherein the preset angle is a predetermined percentage of the difference between the starting angle of this attempt and the target angle.

[0053] In the above embodiments, when a gear shift fails, an attempt mechanism is initiated, controlling the gear shift execution motor to retract and redrive it to the target angle, which can increase the probability of a successful gear shift. If the preset number of consecutive attempts fail, the gear returns to neutral and an error signal is sent, which can promptly remind the operator of the gear shift failure, prevent the equipment from continuing to operate in an abnormal state, and improve the reliability of gear shifting and the safety of the equipment.

[0054] If gear shifting fails to complete engagement (e.g., the sensor detects the gear is not in position, or power transmission is abnormal after clutch engagement), it is considered a shift failure, and a fault-tolerant retry mechanism is activated. After each failure, the shifting motor is controlled to retract from the current stuck / not in position angle in the opposite direction by a "preset angle" (this angle is a predetermined percentage of the difference between the starting angle and the target angle of this attempt, not a fixed value, to ensure that the retraction range matches the current deviation), eliminating instantaneous mechanical resistance such as gear jamming and synchronizer sticking. After retraction, the drive motor is re-driven towards the target angle through PID closed-loop control. If the number of consecutive retries reaches a preset threshold and still fails, fault protection logic is triggered—controlling the transmission to return to neutral (to avoid power interruption or mechanical damage) and sending an error signal to the display terminal (to prompt the user to troubleshoot the fault). Related technologies do not have an intelligent retry strategy after a shift failure. This embodiment effectively eliminates momentary faults such as gear jamming and synchronizer sticking through "reverse retraction + adaptive angle compensation," avoiding shifting failures caused by occasional mechanical resistance. It is particularly suitable for the complex transmission conditions of agricultural machinery under heavy loads and bumpy working conditions. The retraction angle is "a predetermined percentage of the current deviation," accurately adapting to the degree of sticking in different scenarios. It avoids excessive impact or ineffective action caused by a fixed retraction angle, extending the service life of the gearbox, actuator motor, and synchronizer. The predetermined percentage can be 5% (or 10%, or other percentages). The multiple retry mechanism reduces unnecessary work interruptions, and the fallback strategy of returning to neutral after consecutive failures prevents loss of power control. Error signals prompt users to troubleshoot in a timely manner, balancing work efficiency and operational safety.

[0055] In an optional embodiment, the shift execution motor includes a first motor and a second motor. Triggering the shift execution action further includes: using a dual-motor interlock mechanism to trigger the shift execution action, specifically including: when driving the first motor, controlling the second motor to remain in the neutral position range; and when driving the second motor, controlling the first motor to remain in the neutral position range.

[0056] In the above embodiments, when the shifting action is triggered, a dual-motor interlocking mechanism is adopted. When the first motor is driven, the second motor is controlled to remain in the neutral position range. When the second motor is driven, the first motor is controlled to remain in the neutral position range. This can avoid interference caused by the simultaneous operation of the two motors, making the shifting process more orderly and reliable, avoiding shifting conflicts, and improving the shifting success rate and shifting quality.

[0057] The first and second motors correspond to different shift forks / gear groups, employing an "action-locking" mutual exclusion control. When one motor is driven to perform a shift, the other motor is forced to remain in the neutral position range. A position sensor monitors this in real time and locks the motor in a closed loop, preventing it from entering any engaged gear. Only after the non-working motor is completely in the neutral safety zone is the working motor allowed to activate PID closed-loop positioning, ensuring that the actions of the two motors are non-overlapping and interference-free, forming a safe "one-action-one-lock" execution sequence. This interlocking mechanism logically prevents simultaneous engagement of both motors, completely avoiding fatal mechanical failures such as gear jamming and shift fork shaft deformation, significantly reducing gearbox maintenance costs. The neutral locking of the non-working motor eliminates the risk of malfunction, ensuring that the working motor completes PID positioning in an interference-free environment, improving shift success rate and adapting to complex operating conditions in agricultural machinery.

[0058] In an optional embodiment, the above method further includes a self-learning optimization step, specifically including: recording relevant data for each gear shift process to obtain historical gear shift data, the historical gear shift data including at least: the number of successes and failures, gear information for each gear shift, target angle, the moment of entering the gear shift speed difference window, the motor arrival time, and the peak value of the motor drive current; dynamically adjusting the pre-stored gear shift parameters based on the historical gear shift data, and storing the adjusted parameters in a non-volatile memory, wherein the gear shift parameters include at least one of the following: the threshold range of the gear shift speed difference window, the target angle offset, the maximum duty cycle of the motor driving the gear shift execution, and the PID control parameters of the motor driving the gear shift execution, wherein the target angle is used to represent the synchronizer target positioning angle corresponding to the target gear in the gear shift intention.

[0059] In the above embodiments, recording historical shift data during the shifting process and dynamically adjusting pre-stored shift parameters based on this allows the shift parameters to adapt to changes in actual shifting conditions. Storing the adjusted parameters in non-volatile memory ensures that the parameters are not lost. Adjusting the threshold range of the shift speed difference window, the target angle offset, the maximum duty cycle of the drive shifting motor, and the PID control parameters optimizes shifting control and improves the intelligence, smoothness, and reliability of shifting. Through self-learning, the shift speed difference threshold, target angle offset, motor duty cycle, and PID parameters are continuously and dynamically fine-tuned, allowing the system to continuously optimize with mechanical wear.

[0060] The system not only performs gear shifts but also stores all key data from each shift as "historical shift data," recording the full-chain characteristics of each shift, including at least the number of successes / failures, gear information, target angle, entry time into the speed difference window, motor arrival time, and peak drive current, forming a structured historical shift dataset. This is equivalent to creating a detailed digital archive for each shift; the system no longer statically uses factory-preset parameters. It actively analyzes historical data to identify patterns (e.g., under specific operating conditions, using a certain set of parameters results in smoother or faster shifts) and dynamically adjusts the core "shift parameters" accordingly. These parameters cover the entire chain from decision-making (speed difference window) to execution (target angle, motor control). The adjusted and optimized parameters are stored in non-volatile memory, replacing or supplementing the original parameters. This means that the system's acquired experience can be permanently saved and continuously accumulated, allowing the shift strategy to evolve and become personalized over time. This embodiment dynamically adjusts the speed difference window, target angle, and PID parameters through self-learning, enabling the shift control to adapt to the aging of the transmission system and changes in operating conditions, maintaining smoothness and reliability over the long term. Full-link data recording facilitates tracing the causes of failures, allowing for proactive avoidance of similar faults through parameter adjustments, thus reducing maintenance costs. Parameter iteration makes the control strategy more closely match the actual system dynamics, reducing shift shocks, gear engagement failures, and extending the service life of the gearbox and actuators. Continuously recorded data (such as longer motor arrival times and abnormally high current peaks) can also be used to analyze the health status of actuators and synchronizers, enabling early fault warnings and transforming reactive maintenance into proactive maintenance.

[0061] In an optional embodiment, the pre-stored shift parameters are dynamically adjusted based on historical shift data, including: if the shift success rate under the target gear combination exceeds a preset threshold, the corresponding shift speed difference window is narrowed by 5%-10%; if the shift failure rate under the target gear combination exceeds a preset threshold, the corresponding shift speed difference window is widened by 5%-15%, wherein the target gear combination is any one of multiple gear combinations.

[0062] In the above embodiments, if the shift success rate under the target gear combination exceeds a preset threshold, the corresponding shift speed difference window is narrowed by 5%-10%; if the shift failure rate exceeds a preset threshold, the corresponding shift speed difference window is widened by 5%-15%. This allows the shift control of the AMT system to automatically adapt to changes in the auxiliary gearbox gears. It can also dynamically adjust the shift speed difference window based on the shift success rate and failure rate, optimize shift parameters, and further improve the accuracy and reliability of shifting.

[0063] The system independently calculates the shift success rate for each specific "target gear combination" (e.g., "high gear position in the auxiliary gearbox + upshift intention of the primary gearbox"). When the success rate remains consistently high (exceeding a preset threshold), it indicates that the currently set speed difference window is effective and reliable. In this case, the system adopts a "narrowing" strategy (reducing it by 5%-10%) to more accurately approach the theoretical "optimal synchronization point," further reducing shift shock and time, and achieving "refinement" of performance. When the shift failure rate of a certain gear combination is high, it indicates that the currently set speed difference window may be too narrow or does not cover the actual speed synchronization point. In this case, the system adopts a "widening" strategy (expanding it by 5%-15%). This is a conservative strategy prioritizing safety, aiming to expand the allowable speed difference range for shifting to accommodate more actual operating conditions (such as speed fluctuations caused by sudden load changes), thereby increasing the triggering opportunity and success rate of shifting actions. The adjustment is not global but is performed independently for each "gear combination." This reflects the refinement of the control strategy, acknowledging that the optimal speed difference window differs under different transmission ratios and shifting intentions, and that its learning and evolution paths should also be independent. The system can automatically pursue "smoother and faster" shifting. By narrowing the window under high success rate conditions, the system spontaneously pursues more precise synchronization, thereby continuously reducing shift shock and power interruption time, and improving driving quality.

[0064] In an optional embodiment, the shift command is obtained through the shift lever. Upon receiving the shift command, the current engine speed and current vehicle speed are obtained, including: upon receiving the shift command, the current engine speed, current vehicle speed, and real-time input shaft speed are obtained from the first sensor, the second sensor, and the third sensor respectively via the CAN bus.

[0065] In the above embodiments, the shift lever is used to obtain shift commands, which facilitates driver operation; the current engine speed, current vehicle speed and real-time input shaft speed are obtained from various sensors through the CAN bus, which enables efficient and accurate data transmission, providing a reliable data foundation for subsequent determination of the current gear of the auxiliary gearbox, the target shift speed difference window, etc., thereby making shift control more intelligent, smoother and more reliable.

[0066] Using the operation of the gear shift lever as the input source for shift commands, upon receiving the shift command from the gear shift lever, the system uses the CAN bus (Controller Area Network) as a unified data transmission channel to simultaneously acquire three core control parameters: current engine speed, current vehicle speed, and real-time input shaft speed, respectively, from the first sensor (engine speed sensor), the second sensor (vehicle speed sensor), and the third sensor (main gearbox input shaft speed sensor). Leveraging the high real-time performance and anti-interference capabilities of the CAN bus, the system ensures the synchronous acquisition and transmission of these three parameters, providing accurate and timely data support for subsequent gear selection, speed difference calculation, and shift timing determination. The CAN bus possesses strong anti-electromagnetic interference and high transmission rate characteristics, effectively avoiding parameter distortion caused by vibration and electromagnetic interference in the operating environment, ensuring the synchronous and accurate acquisition of the three core parameters, and providing a reliable data foundation for subsequent control logic. The timing coordination between command triggering and bus acquisition ensures rapid parameter acquisition after receiving the shift command, shortening control delay and improving shift response sensitivity.

[0067] In practical applications, a tiered downshifting strategy is adopted when the shifting intention is a high-speed downshift. This strategy makes the automatic shift control method smoother and more reliable during high-speed downshifts, avoiding problems such as large shift shocks and gear engagement failures, thus improving the intelligence and stability of the automatic mechanical transmission in agricultural machinery. When the shifting intention in the shift command is interpreted as "high-speed downshift," a specific control strategy is triggered. Instead of directly executing a one-time downshift to the target gear, the downshift is completed step-by-step according to a preset "intermediate transition gear sequence." For example, when downshifting directly from 4th to 2nd gear, it first downshifts to 3rd gear, stabilizes, and then downshifts to 2nd gear. Each downshift follows the control logic of the aforementioned embodiment (such as speed difference window matching and shift timing determination) to ensure the smoothness of each transition gear, ultimately completing the tiered switching from the current gear to the target gear.

[0068] In an optional embodiment, the gear ratio corresponding to the current gear of the main transmission is obtained by: acquiring real-time angle data of the first motor and the second motor respectively through angle sensors; pre-setting the motor angle range corresponding to each gear of the main transmission and the dual-motor interlock determination rule, wherein the motor angle range includes the neutral angle range and the angle range of each working gear, and the dual-motor interlock determination rule is: if the real-time angle of the first motor is in the non-neutral angle range, then the second motor must remain in the neutral angle range; if the real-time angle of the second motor is in the non-neutral angle range, then the first shift execution motor must remain in the neutral angle range; based on the real-time angle data of the first motor and the second motor, combined with the motor angle range and the dual-motor interlock determination rule, the current gear of the main transmission is identified and determined.

[0069] In the above embodiments, the current gear position of the main gearbox can be accurately identified and determined, and then the real-time transmission ratio of the auxiliary gearbox can be accurately calculated. This provides accurate data for determining the current gear position of the auxiliary gearbox, enabling the shift control to better adapt to changes in the auxiliary gearbox gear position, and achieving more intelligent, smoother, and more reliable shifting.

[0070] The system acquires the real-time angles of the first and second motors (directly reflecting the physical position of the shift fork) using angle sensors. It pre-calibrates the "dual-motor angle range" corresponding to each gear (including neutral) of the main gearbox (e.g., first gear corresponds to angle range A-B of the first motor and neutral range of the second motor). Simultaneously, it defines the dual-motor interlocking rules (when one motor is not in neutral, the other motor must be in neutral to prevent simultaneous engagement of both motors). The system matches the acquired real-time dual-motor angles with the preset angle ranges and verifies the legality of the current angle combination using the interlocking rules. This ultimately determines the current gear of the main gearbox and obtains the corresponding transmission ratio, providing accurate input for the real-time transmission ratio calculation of the auxiliary gearbox. The system internally stores a complete position-gear mapping relationship ("motor angle range"), clearly mapping different angle ranges of the motors to the "neutral" or specific "working gear" of the main gearbox. It also pre-stores the dual-motor interlocking rules, which logically require that the two motors cannot simultaneously be in a non-neutral range. Provided the interlock is active, the actual working gear of the main gearbox can be uniquely determined by referring to the mapping table based on the specific angle of the motor in the non-neutral range. Each determined gear corresponds to a known and fixed transmission ratio value, which can be directly obtained from the gearbox parameter table.

[0071] The following description, in conjunction with specific embodiments, illustrates that this application provides an AMT (Automated Manual Transmission) control method and system for agricultural machinery with self-learning capabilities. This method is applicable to the AMT automatic transmission control of agricultural machinery such as tractors. It achieves automatic transmission operation through a dual-motor synchronizer structure, engine and input shaft speed calculation, vehicle speed judgment, auxiliary gearbox gear calculation, and clutch linkage control.

[0072] 1. Overall Structure Figure 2This is an architecture diagram of the automatic transmission control system with self-learning capability provided in this application embodiment. The AMT controller is located at the center of the system and is the core decision-making unit for executing the control method of this application. It integrates a self-learning algorithm module and a motor control logic module, which correspond to the self-learning optimization function and the execution logic of shift timing determination, PID closed-loop control, dual-motor interlock, and end-of-line deceleration strategy described in the foregoing embodiments, respectively. The motor drive module is responsible for receiving instructions from the AMT controller and driving motors 1 and 2 to work. These two motors correspond to the first and second motors mentioned above, respectively. Through output torque and position control, they ultimately act on the main transmission actuator to complete the actual shift fork push and gear shifting actions. Angle sensor 1 and angle sensor 2 monitor the real-time rotation angle of motors 1 and 2, respectively, and generate feedback signals to be sent back to the AMT controller. This directly supports the PID closed-loop control, dual-motor interlock mechanism, and the determination of the main transmission gear by obtaining real-time angle data through the angle sensors in the foregoing embodiments. The CAN data on engine speed provided by the ECU and the clutch control-related signals provided by the CCU together provide the AMT controller with the necessary key input parameters such as "current engine speed" and "current vehicle speed". The system exchanges data with other control units (ECU, CCU) in the vehicle through the CAN bus network. The gear shift lever is the input device for the driver's intention. It sends CAN commands to the AMT controller, which contain the shifting intention (such as shifting from X gear to Y gear).

[0073] 2. Data Flow The data flow is as follows: Engine → CAN → This controller: Obtain engine speed.

[0074] Input shaft sensor → CAN → This controller: Obtain the input shaft speed.

[0075] Vehicle speed sensor → CAN → This controller.

[0076] Handlebar → CAN → This controller: Obtain shift intention.

[0077] Controller → CCU: Requesting clutch disengagement or engagement.

[0078] Controller → Motor Driver: Issues closed-loop position control commands.

[0079] Angle sensor → Controller: Provides real-time feedback on the motor angle.

[0080] Controller → Flash: Records self-learning data.

[0081] Figure 3This is a data flow diagram provided in the embodiments of this application. After the raw data is input, it undergoes preprocessing (filtering / calibration) and feature extraction (speed difference / vehicle speed / gear position), and then enters the decision judgment (determining the shifting timing / strategy). The decision outputs a control signal (drive motor / clutch), and the actuator feeds back the result after action. After performance evaluation, parameter optimization is triggered, and the optimization result is then sent back to the decision judgment module. This covers the core process of "data acquisition - timing determination - execution control - self-learning optimization" in the embodiments of this application and is the logical implementation link of the automatic shifting method.

[0082] 3. Angle range identification method for the main gearbox The relationship between the motor and the synchronizer is as follows (typical industry data): Motor 1 (EC1) is responsible for: Neutral, 1st gear, and 2nd gear; Motor 2 (EC2) is responsible for: Neutral, 3rd gear, and 4th gear; EC1 and EC2 correspond to the aforementioned first motor and second motor, respectively; The gear position is identified by the angle range, as shown in Table 1. This is just one example.

[0083] Table 1

[0084] If EC1 is not in the neutral zone, EC2 is prohibited from operating; conversely, the software implements dual-motor interlocking.

[0085] Figure 4 This is a flowchart of the main gearbox angle range recognition provided in this application embodiment. The process starts from "Start" → reading sensor data, determining the angle range of EC1 and EC2 (corresponding to dual synchronizer motors) respectively (e.g., EC1's 1st gear range is 800-1000, EC2's 3rd gear range is 900-1100, etc.); matching the gear position through "Combined Judgment" (e.g., EC1=1, EC2=empty corresponding to 1st gear), then "Checking Interlock" (dual motors do not operate simultaneously), and finally updating the status to end; corresponding to the "main gearbox gear position recognition + dual motor interlock" technical solution of this embodiment, it is the core logic of accurate gear position recognition.

[0086] 4. Method for calculating the gear position of the auxiliary gearbox In this embodiment, the auxiliary gearbox gear ratio (SGR) is calculated based on the engine speed and the current gear ratio (MGR) of the main gearbox: Secondary gearbox gear ratio = (engine speed × current gear ratio of primary gearbox) / (vehicle speed × conversion factor); The secondary gear is determined based on the principle of minimizing the distance from the four typical transmission ratios in Table 2.

[0087] Table 2

[0088] 5. Method for judging shift speed difference When a shift command is received, the engine speed is recorded, and the clutch is disengaged. During the shift, the speed difference range between the shift command and the real-time transmission input shaft speed is calculated to enter the corresponding gear range before the shift is executed. Different sub-gears, skipping / downshifting (corresponding to the aforementioned shift intentions) each correspond to different windows.

[0089] Table 3 shows a typical correspondence between speed difference and primary / secondary gears. Only a portion of the correspondences are shown in this table. Table 3

[0090] All speed difference windows will be automatically fine-tuned by the self-learning module.

[0091] Figure 5 This is a schematic diagram of the speed difference window query logic provided in the embodiment of this application. Starting from "Start Calculation", the engine speed and vehicle speed are obtained sequentially. The auxiliary gearbox transmission ratio is calculated using the above formula. After calculating the transmission ratio, it is compared with the standard value to find the closest value (such as ≈4.00 corresponding to L1 gear). After matching L1 / L2 / H1 / H2 gears, the parameters are updated and the process ends.

[0092] Figure 6 This is a schematic diagram of the shift speed difference judgment method provided in the embodiment of this application. When an instruction is received, the speed (engine speed) is recorded, the clutch is disengaged, the secondary gear is calculated, the speed difference window is queried, the speed (input shaft speed) is monitored, and the speed difference is calculated. It is determined whether the speed difference is within the speed difference window and is stable >100ms. If so, the shift is executed, the self-learning update ends, otherwise the monitoring continues. The shift timing strategy of "dynamic speed difference window matching + stability judgment" corresponding to the above embodiment is the core control logic for smooth shifting.

[0093] 6. Gear shifting execution process (state machine) and self-learning module design Gear shifting is controlled by a state machine, and the core process is as follows: Receive shift command (up / down / skip gear) → Request CCU to disengage clutch → Read real-time Δn and wait to enter the speed difference window → The corresponding motor starts to execute closed-loop position control → Hold after reaching the target angle → Send clutch engagement request to CCU → Shift gear; Failure handling: Each gear shift can be attempted a maximum of three times; Each time you engage a gear, drive directly to the target angle. If it fails, first reverse 5%–10% of the angle and then drive again, using a lower speed to approach the target angle. If it fails three times, return to neutral and report an error.

[0094] Simultaneously, the controller will automatically record data for each gear shift, including: gear position, target angle, arrival time; speed difference entering the window; peak motor current; number of successes / failures. Adjustments based on historical data: 1. Speed ​​difference window (narrowing if there are too many successes, widening if there are too many failures); 2. Target angle offset (automatically compensated for after synchronizer wear); Maximum motor duty cycle (automatically increased when mechanical resistance is high); PID parameters (slightly adaptively adjusted); Empirical parameters are stored in Flash Storage and remain effective after device restart. The main shifting process in this embodiment is as follows: Figure 7 As shown.

[0095] Figure 8 This is a flowchart of the self-learning module provided in this application embodiment. The process begins with gear shift data acquisition, recording raw data such as speed difference, angle, current, time, and success status for each gear shift. Data preprocessing (such as filtering and calibration) and feature extraction are then performed to extract key indicators for analysis. Based on historical data, the module performs performance evaluation, analyzing gear shift smoothness, success rate, etc. In the model training / parameter optimization stage, based on the evaluation results, algorithms are used to dynamically adjust key control parameters (such as shift speed difference window, target angle offset, and motor PID parameters). If the adjusted parameters enable gear shift performance to meet preset conditions, they are stored in non-volatile memory (such as Flash) for subsequent gear shifts. If not, iterative optimization continues, forming a closed loop that allows the system to automatically adapt to mechanical wear and changes in operating conditions.

[0096] This application also provides an automatic gear shifting control system for executing the automatic gear shifting control method in any of the foregoing embodiments, such as... Figure 9 As shown, Figure 9 This is a structural block diagram of an automatic gear shifting control system provided in an embodiment of this application. The system includes: The acquisition module is used to acquire the current engine speed and current vehicle speed when a shift command is received, and send a clutch disengagement request to the clutch control unit to disengage the clutch. The first determining module is used to determine the current gear of the auxiliary gearbox based on the current engine speed, the current vehicle speed, and the transmission ratio corresponding to the current gear of the main gearbox. The second determining module is used to determine the corresponding target shift speed difference window from a preset shift speed difference window correspondence table based on the current gear position and shift intention of the auxiliary gearbox. The shift instruction includes the shift intention, and the shift speed difference window correspondence table includes speed difference windows corresponding to multiple gear combinations. Each gear combination includes a gear position of the auxiliary gearbox and a shift intention. The speed difference window represents the range of difference between the engine speed and the input shaft speed of the main gearbox that allows the shift action to be performed. The control module is used to calculate the difference between the current engine speed and the real-time input shaft speed of the main gearbox, and when it is determined that the difference enters the target shift speed difference window and reaches the first preset time, it determines that the shift timing is met and triggers the shift execution action.

[0097] It should be noted that the devices or systems provided in the above embodiments are only illustrated by the division of the above functional modules. In practical applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. In addition, the system and method embodiments provided in the above embodiments belong to the same concept. Other device or system embodiments correspond to the aforementioned method embodiments. Other technical features are described in the previous embodiments and will not be repeated here.

[0098] This application also provides a computer-readable storage medium storing instructions that, when executed, perform the steps of the method described in any of the above-described embodiments.

[0099] In one exemplary embodiment, the aforementioned computer-readable storage medium may include, but is not limited to, various media capable of storing computer programs, such as a USB flash drive, read-only memory (ROM), random access memory (RAM), portable hard disk, magnetic disk, or optical disk.

[0100] This application also discloses an electronic device. For example... Figure 10 As shown, Figure 10 This is a schematic diagram of the structure of an electronic device disclosed in an embodiment of this application. The electronic device 1000 may include: at least one processor 1001, at least one network interface 1004, a user interface 1003, a memory 1005, and at least one communication bus 1002.

[0101] The communication bus 1002 is used to realize the connection and communication between these components.

[0102] The user interface 1003 may include a display screen and a camera. Optionally, the user interface 1003 may also include a standard wired interface and a wireless interface.

[0103] The network interface 1004 may optionally include a standard wired interface or a wireless interface (such as a Wi-Fi interface).

[0104] The processor 1001 may include one or more processing cores. The processor 1001 connects to various parts of the electronic device (such as a server) using various interfaces and lines, and performs various server functions and processes data by running or executing instructions, programs, code sets, or instruction sets stored in the memory 1005, and by calling data stored in the memory 1005. Optionally, the processor 1001 may be implemented using at least one hardware form of Digital Signal Processing (DSP), Field-Programmable Gate Array (FPGA), or Programmable Logic Array (PLA). The processor 1001 may integrate one or more of the following: a Central Processing Unit (CPU), a Graphics Processing Unit (GPU), and a modem. The CPU primarily handles the operating system, user interface, and applications; the GPU is responsible for rendering and drawing the content to be displayed on the screen; and the modem handles wireless communication. It is understood that the modem may also not be integrated into the processor 1001 and may be implemented as a separate chip.

[0105] The memory 1005 may include random access memory (RAM) or read-only memory. Optionally, the memory 1005 may include a non-transitory computer-readable storage medium. The memory 1005 can be used to store instructions, programs, code, code sets, or instruction sets. The memory 1005 may include a program storage area and a data storage area, wherein the program storage area may store instructions for implementing an operating system, instructions for at least one function (such as touch function, sound playback function, image playback function, etc.), instructions for implementing the above-described method embodiments, etc.; the data storage area may store data involved in the above-described method embodiments, etc. Optionally, the memory 1005 may also be at least one storage device located remotely from the aforementioned processor 1001. (Refer to...) Figure 10 The memory 1005, which serves as a computer storage medium, may include an operating system, a network communication module, a user interface module, and an application program for an automatic gear shifting control method.

[0106] exist Figure 10In the illustrated electronic device 1000, the user interface 1003 is mainly used to provide an input interface for the user and acquire user input data; while the processor 1001 can be used to call an application program of an automatic shift control method stored in the memory 1005. When executed by one or more processors 1001, the electronic device 1000 performs one or more of the methods described in the above embodiments. It should be noted that, for the foregoing method embodiments, for the sake of simplicity, they are all described as a series of actions. However, those skilled in the art should understand that this application is not limited to the described order of actions, because according to this application, some steps can be performed in other orders or simultaneously. Secondly, those skilled in the art should also understand that the embodiments described in the specification are all preferred embodiments, and the actions and modules involved are not necessarily essential to this application.

[0107] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0108] In the various embodiments provided in this application, it should be understood that the disclosed apparatus or system can be implemented in other ways. For example, the apparatus or system embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units 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 service interface; the indirect coupling or communication connection between apparatuses or units may be electrical or other forms.

[0109] The above description is merely an exemplary embodiment of this disclosure and should not be construed as limiting the scope of this disclosure. Any equivalent changes and modifications made in accordance with the teachings of this disclosure shall still fall within the scope of this disclosure. Other embodiments of this disclosure will be readily apparent to those skilled in the art upon consideration of the disclosure herein.

[0110] This application is intended to cover any variations, uses, or adaptations of this disclosure that follow the general principles of this disclosure and include common knowledge or customary techniques in the art that are not described in this disclosure.

Claims

1. An automatic gear shifting control method, characterized in that, The method, applied to an automatic mechanical transmission in agricultural machinery, includes: Upon receiving a shift command, the current engine speed and vehicle speed are obtained, and a clutch disengagement request is sent to the clutch control unit to disengage the clutch. The current gear of the auxiliary gearbox is determined based on the current engine speed, the current vehicle speed, and the gear ratio corresponding to the current gear of the main gearbox. Based on the current gear and shift intention of the auxiliary gearbox, the corresponding target shift speed difference window is determined from the preset shift speed difference window correspondence table. The shift instruction includes the shift intention, and the shift speed difference window correspondence table includes speed difference windows corresponding to multiple gear combinations. Each gear combination includes a gear of the auxiliary gearbox and a shift intention. The speed difference window represents the range of difference between the engine speed and the input shaft speed of the main gearbox that allows the shift action to be performed. Calculate the difference between the current engine speed and the real-time input shaft speed of the main gearbox, and if the difference enters the target shift speed difference window and reaches the first preset time, determine that the shift timing is met and trigger the shift execution action.

2. The method according to claim 1, characterized in that, Based on the current engine speed, the current vehicle speed, and the gear ratio corresponding to the current gear of the main transmission, the current gear of the auxiliary transmission is determined, including: The real-time gear ratio of the auxiliary gearbox is calculated using the following formula: The real-time transmission ratio of the auxiliary gearbox = (current engine speed × transmission ratio corresponding to the current gear of the main gearbox) / (current vehicle speed × conversion coefficient), where the conversion coefficient is a pre-calibrated fixed value; The real-time transmission ratio of the auxiliary gearbox is compared with a number of pre-stored standard transmission ratios to determine a target standard transmission ratio, wherein the target standard transmission ratio is used to represent the standard transmission ratio that is the smallest distance from the real-time transmission ratio of the auxiliary gearbox. According to the preset correspondence table between secondary gears and transmission ratios, the secondary gear corresponding to the target standard transmission ratio is determined as the current gear of the secondary gearbox.

3. The method according to claim 1, characterized in that, The triggering of the gear shift execution action includes: The corresponding shift execution motor is driven to move towards the target angle by PID closed-loop control. After determining that the target angle has been reached and maintained for a second preset time, a clutch engagement request is sent to the clutch control unit to complete the shift.

4. The method according to claim 3, characterized in that, The method further includes: If the gear shift fails, an attempt mechanism is initiated. After each failure, the corresponding gear shift execution motor is controlled to retract from the current angle to the opposite direction by a preset angle and then driven back to the target angle. If the preset number of consecutive attempts fail, the gear shift returns to neutral and a gear shift failure error signal is sent to the display terminal of the agricultural machinery. The preset angle is a predetermined percentage of the difference between the starting angle of this attempt and the target angle.

5. The method according to claim 3, characterized in that, The shift execution motor includes a first motor and a second motor. The triggering of the shift execution action further includes: employing a dual-motor interlock mechanism to trigger the shift execution action, specifically including: When driving the first motor, the second motor is controlled to remain in the neutral position range; when driving the second motor, the first motor is controlled to remain in the neutral position range.

6. The method according to claim 1, characterized in that, The method also includes a self-learning optimization step, specifically including: Record relevant data for each gear shift process to obtain historical gear shift data. The historical gear shift data includes at least: the number of successful and failed shifts, the gear information for each shift, the target angle, the moment of entering the shift speed difference window, the motor arrival time, and the peak value of the motor drive current. The pre-stored shift parameters are dynamically adjusted based on the historical shift data, and the adjusted parameters are stored in non-volatile memory. The shift parameters include at least one of the following: The threshold range of the shift speed difference window, the target angle offset, the maximum duty cycle of the drive shift execution motor, and the PID control parameters of the drive shift execution motor are specified. The target angle is used to represent the synchronizer target positioning angle corresponding to the target gear in the shift intention.

7. The method according to claim 6, characterized in that, Dynamically adjust the pre-stored shift parameters based on the historical shift data, including: If the shift success rate under the target gear combination exceeds a preset threshold, the corresponding shift speed difference window will be narrowed by 5%-10%; if the shift failure rate under the target gear combination exceeds a preset threshold, the corresponding shift speed difference window will be widened by 5%-15%, wherein the target gear combination is any one of the multiple gear combinations.

8. An automatic gear shifting control system, characterized in that, For performing the method according to any one of claims 1 to 7, comprising: The acquisition module is used to acquire the current engine speed and current vehicle speed when a shift command is received, and send a clutch disengagement request to the clutch control unit to disengage the clutch. The first determining module is used to determine the current gear of the auxiliary transmission based on the current engine speed and the current vehicle speed; The second determining module is used to determine the corresponding target shift speed difference window from a preset shift speed difference window correspondence table based on the current gear position and shift intention of the auxiliary gearbox. The shift instruction includes the shift intention, and the shift speed difference window correspondence table includes speed difference windows corresponding to multiple gear combinations. Each gear combination includes a gear position of the auxiliary gearbox and a shift intention. The speed difference window represents the range of difference between the engine speed and the input shaft speed of the main gearbox that allows the shift action to be performed. The control module is used to calculate the difference between the current engine speed and the real-time input shaft speed of the main gearbox, and when it is determined that the difference enters the target shift speed difference window and reaches a first preset time, it determines that the shift timing is met and triggers the shift execution action.

9. An electronic device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 1 to 6.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores instructions that, when executed, perform the method as described in any one of claims 1 to 6.

Images