A method, system, and electronic equipment for diagnosing torque reduction faults during AMT gear shifting.

Abstract

This invention discloses a method, system, and electronic equipment for diagnosing torque reduction faults during AMT shifting, belonging to the field of AMT transmission technology. The method includes: responding to a shift command, determining a target torque reduction rate based on the current engine operating condition and gear information, and generating a target engine torque; sending the target torque to the engine controller, acquiring the actual torque and calculating a first torque deviation after a first preset time; if the deviation exceeds a preset range, updating the target torque reduction rate and target torque; calculating a second torque deviation after a longer second preset time, and determining a torque reduction fault if the deviation still exceeds the range. Upon fault determination, a response mechanism is triggered, including pausing shifting, recording fault data and providing feedback; if the fault persists for more than a third preset time, engine torque is limited to prevent clutch wear and shifting abnormalities, thus solving the problem of lacking torque reduction fault diagnosis in existing technologies and improving diagnostic accuracy and AMT operational stability.

Description

Technical Field

[0001] This application relates to the field of AMT transmission technology, and in particular to a method for diagnosing torque reduction faults during AMT shifting, a system for diagnosing torque reduction faults during AMT shifting, electronic equipment, and storage medium. Background Technology

[0002] An automated manual transmission (AMT) is a transmission device that can automatically shift gears based on vehicle operating conditions and road conditions. It transforms a traditional clutch and manual transmission by adding an electronic control system, converting the manual shifting mechanism into an automatic one; it belongs to the stepped mechanical automatic transmission category. Compared to other types of transmissions, AMTs have significant advantages such as simple structure, high transmission efficiency, and low manufacturing and maintenance costs. With drivers increasingly demanding greater driving comfort and lower workload, AMT products are finding wider application in the commercial vehicle sector and have broad development prospects.

[0003] When an AMT (Automated Manual Transmission) performs a gear shift, it first needs to execute an engine torque reduction process: the AMT controller sends a target engine torque command to the engine controller via the CAN bus to coordinate with subsequent clutch disengagement and gear shifting. However, in actual operation, this torque reduction process is prone to abnormalities, specifically manifested as a mismatch between the actual engine output torque and the torque requested by the AMT controller, or even uncontrolled engine torque. When the actual engine torque is much higher than the AMT's requested torque, it causes the engine speed to spike during clutch disengagement, prolonging engine speed adjustment time and thus increasing the overall shift time. Simultaneously, excessively high engine torque can far exceed the clutch's maximum transmittable torque, leading to increased clutch slippage and wear, severely shortening clutch lifespan. Therefore, fault diagnosis of the engine torque reduction process during AMT gear shifting is crucial for shortening shift time, extending clutch lifespan, and ensuring the stable operation of the AMT system, and has significant practical implications.

[0004] Currently, there are some technical solutions in the industry for AMT shift torque control, but these solutions all have obvious defects and cannot effectively solve the problem of torque reduction fault identification.

[0005] Among them, Chinese patent CN118602107A discloses an AMT transmission upshift process request engine torque control method and system, AMT controller and vehicle. This technical solution controls the engine torque reduction by the AMT controller while limiting the reduction of engine torque by the torque that the clutch can transmit, so as to achieve the coordinated operation of engine torque control and clutch disengagement control. However, it does not involve the fault diagnosis function of the engine torque reduction process during AMT shifting. When there is an abnormal situation where the actual engine torque does not follow the AMT requested torque or the engine torque is out of control, it cannot identify the torque reduction fault during AMT shifting, and it is difficult to avoid problems such as prolonged shifting time and accelerated clutch wear.

[0006] Another Chinese patent, CN118855982B, discloses a method, device, equipment, and storage medium for shifting torque control in an AMT (Automated Manual Transmission) natural gas commercial vehicle. This method uses a PID control system that compares the requested torque with the actual engine torque as input to avoid torque response delays caused by the mechanical structure of the natural gas engine. Simultaneously, it uses a TCU (Transmission Control Unit) to update the engine torque request in real time, mitigating the uncontrolled initial torque reduction process caused by premixed combustion in the natural gas engine. However, this technical solution does not consider the extreme case of completely uncontrolled engine torque and cannot identify torque reduction faults during AMT shifting in such abnormal torque scenarios, thus exhibiting significant technical shortcomings.

[0007] In summary, existing technologies only focus on the control and optimization of engine torque during AMT shifting, and have not effectively solved the problem of fault diagnosis of engine torque reduction during AMT shifting. They cannot fully identify torque reduction faults such as torque asynchrony and uncontrolled torque (including complete uncontrolled torque), and are difficult to meet the actual needs of stable operation of AMT system and extended component life. Therefore, developing a technical solution that can effectively identify engine torque reduction faults during AMT shifting has become an urgent technical problem to be solved in this field. Summary of the Invention

[0008] In view of this, the purpose of the present invention is to provide a method for diagnosing torque reduction faults during AMT shifting, a system for diagnosing torque reduction faults during AMT shifting, an electronic device and a storage medium, aiming to solve the technical problem in the prior art of lacking fault diagnosis function for the asynchronous operation of the actual engine torque and the AMT requested torque during AMT torque reduction, or the uncontrolled engine torque.

[0009] This invention provides the following solution:

[0010] According to one aspect of the present invention, a method for diagnosing torque reduction faults during AMT shifting is provided, comprising the following steps:

[0011] In response to a shift command, a target torque reduction rate is determined based on the current engine operating conditions and gear information, and a target engine torque is generated based on the target torque reduction rate.

[0012] The target torque is sent to the engine controller. After a first preset time, the actual engine torque is obtained, and the first torque deviation between the actual torque and the target torque is calculated.

[0013] The first preset duration is as follows: ;

[0014] in, This refers to the standard duration of engine torque response; To preset the number of extended cycles, For the internal software operation cycle of the AMT controller, and Obtained through vehicle testing and calibration;

[0015] If the first torque deviation exceeds the preset deviation range, the target torque reduction rate is re-determined and the target torque is updated based on the updated engine operating conditions and gear information;

[0016] After a second preset time period longer than the first preset time period, the actual engine torque is obtained, and the second torque deviation between the actual torque and the updated target torque, as well as the actual torque reduction rate, are calculated.

[0017] If the second torque deviation exceeds the preset deviation range and the actual torque reduction rate is greater than the target torque reduction rate, it is determined to be an engine torque reduction fault during AMT shifting.

[0018] Furthermore, the shift command is generated by calculating the target gear based on the current gear, engine speed, throttle opening, vehicle weight, and gradient information.

[0019] Furthermore, the target torque reduction rate is obtained by querying a preset calibration table, which is established based on the gear and engine torque.

[0020] Furthermore, the target torque is calculated as the sum of the products of the actual torque, the target torque reduction rate, and the control cycle.

[0021] Specifically: ;

[0022] in, For the target torque, This is the actual torque. To achieve the target torque reduction rate, This refers to the internal software operation cycle of the AMT controller.

[0023] Furthermore, the first preset duration is longer than the standard duration for the engine to respond to the torque request, and the second preset duration is obtained by adding the first preset duration to the preset extension period.

[0024] The second preset duration is as follows: ;

[0025] in, For the internal software operation cycle of the AMT controller, The number of cycles for the second extension is obtained through vehicle testing and calibration.

[0026] Furthermore, the torque deviation is the actual torque minus the target torque, and the preset deviation range is less than or equal to a preset torque threshold.

[0027] Furthermore, after determining that the engine torque reduction fault is detected, a fault response mechanism is triggered; the fault response mechanism includes: sending a torque reduction fault signal to the AMT controller, controlling the AMT to suspend the current shifting operation and maintain the current gear, and recording the engine operating condition, gear information, torque deviation data and fault occurrence time at the time of the fault.

[0028] The fault information is simultaneously fed back to the vehicle fault diagnosis system; if the fault duration exceeds the third preset duration, the engine is controlled to enter the torque limiting mode.

[0029] According to a second aspect of the present invention, a torque reduction fault diagnosis system during AMT shifting is provided, comprising:

[0030] The system includes a target torque reduction rate generation module, a first torque deviation calculation module, a target torque update module, a second torque deviation calculation module, and a fault output module.

[0031] The target torque reduction rate generation module is used to respond to a shift command, determine the target torque reduction rate based on the current engine operating conditions and gear information, and generate the engine target torque according to the target torque reduction rate.

[0032] The first torque deviation calculation module is used to send the target torque to the engine controller, obtain the actual engine torque after a first preset time, and calculate the first torque deviation between the actual torque and the target torque.

[0033] The target torque update module is used to redetermine the target torque reduction rate and update the target torque based on the updated engine operating conditions and gear information if the first torque deviation exceeds the preset deviation range.

[0034] The second torque deviation calculation module is used to obtain the actual engine torque after a second preset time period longer than the first preset time period, and to calculate the second torque deviation between the actual torque and the updated target torque, as well as the actual torque reduction rate.

[0035] The fault output module is used to determine that the engine torque reduction fault occurs during AMT shifting if the second torque deviation exceeds the preset deviation range and the actual torque reduction rate is greater than the target torque reduction rate.

[0036] According to three aspects of the present invention, an electronic device is provided, comprising: a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other through the communication bus;

[0037] The memory stores a computer program, which, when executed by the processor, causes the processor to perform steps of a torque reduction fault diagnosis method during AMT shifting.

[0038] According to four aspects of the present invention, a computer-readable storage medium is provided that stores a computer program executable by an electronic device, which, when run on the electronic device, causes the electronic device to perform the steps of a method for diagnosing torque reduction faults during AMT shifting.

[0039] Compared with the prior art, the present invention has the following advantages:

[0040] This invention obtains the torque reduction rate by looking up a table based on the current actual torque and the current gear position of the AMT (Automated Manual Transmission). The target engine torque for the next cycle is calculated using the current actual engine torque and the preset torque reduction rate, and then transmitted to the engine controller (ECU) via the CAN bus. After a preset delay, the difference between the actual engine torque and the target torque is calculated. By comparing the difference between the actual and target torques with a preset value, engine torque reduction faults during AMT shifting can be quickly identified. This solves the problem in existing related technologies of lacking fault diagnosis for issues caused by the asynchrony between the actual engine torque and the AMT-requested torque, or by uncontrolled engine torque during AMT torque reduction.

[0041] This invention effectively eliminates interference caused by occasional torque anomalies by setting a relationship between the difference between the actual engine torque and the target torque twice and a preset value. Extending the preset time during the second comparison of the difference between the actual engine torque and the target torque with the preset value better ensures the accuracy of engine torque reduction fault diagnosis.

[0042] This invention precisely quantifies the two-stage diagnostic time design, avoiding insufficient response due to too short a preset time and diagnostic lag due to too long a preset time, effectively avoiding misdiagnosis problems; the second preset time is based on the superposition and extension of the first diagnostic time, realizing the linkage of the two diagnostic parameters, further ensuring the reliability of the secondary fault judgment. Attached Figure Description

[0043] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0044] Figure 1 This is a flowchart of a method for diagnosing torque reduction faults during AMT shifting, provided by one or more embodiments of the present invention.

[0045] Figure 2 This is a structural diagram of a torque reduction fault diagnosis system during AMT shifting provided by one or more embodiments of the present invention.

[0046] Figure 3 This is a flowchart of a method for diagnosing torque reduction faults during AMT gear shifting in a specific embodiment of the present invention.

[0047] Figure 4 This is a block diagram of an electronic device for diagnosing torque reduction faults during AMT shifting, provided by one or more embodiments of the present invention. Detailed Implementation

[0048] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0049] The terminology used in the embodiments of this application is for the purpose of describing particular embodiments only and is not intended to limit the application. The singular forms “a,” “said,” and “the” used in the embodiments of this application and the appended claims are also intended to include the plural forms, and “multiple” generally includes at least two unless the context clearly indicates otherwise.

[0050] It should be understood that the term "and / or" used in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.

[0051] It should be understood that although the terms first, second, third, etc., may be used in the embodiments of this application, these descriptions should not be limited to these terms. These terms are only used to distinguish the descriptions. For example, first may also be referred to as second without departing from the scope of the embodiments of this application, and similarly, second may also be referred to as first.

[0052] Depending on the context, the words "if" or "if" as used here can be interpreted as "when," "when," "in response to determination," or "in response to detection." Similarly, depending on the context, the phrases "if determination" or "if detection (of the stated condition or event)" can be interpreted as "when determination," "in response to determination," "when detection (of the stated condition or event)," or "in response to detection (of the stated condition or event)."

[0053] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that an article or device that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such an article or device. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the article or device that includes said element.

[0054] Figure 1 This is a flowchart of a method for diagnosing torque reduction faults during AMT shifting, provided by one or more embodiments of the present invention.

[0055] Figure 1 As shown, it includes the following steps:

[0056] Step S1: In response to the shift command, determine the target torque reduction rate based on the current engine operating conditions and gear information, and generate the engine target torque according to the target torque reduction rate;

[0057] Specifically, the shift command is generated by calculating the target gear based on the current gear, engine speed, throttle opening, vehicle weight, and gradient information.

[0058] The target torque reduction rate is obtained by querying a preset calibration table, which is indexed based on the gear and engine torque.

[0059] The target torque is calculated as the sum of the products of the actual torque, the target torque reduction rate, and the control cycle.

[0060] Specifically: ;

[0061] in, For the target torque, This is the actual torque. To achieve the target torque reduction rate, This refers to the internal software operation cycle of the AMT controller.

[0062] Step S2: The target torque is sent to the engine controller. After a first preset time, the actual engine torque is obtained, and the first torque deviation between the actual torque and the target torque is calculated.

[0063] The first preset duration is as follows: ;

[0064] in, This refers to the standard duration of engine torque response; To preset the number of extended cycles, For the internal software operation cycle of the AMT controller, and Obtained through vehicle testing and calibration;

[0065] Step S3: If the first torque deviation exceeds the preset deviation range, the target torque reduction rate is re-determined and the target torque is updated based on the updated engine operating conditions and gear information.

[0066] Specifically, the torque deviation is the actual torque minus the target torque, and the preset deviation range is less than or equal to a preset torque threshold.

[0067] Step S4: After a second preset time longer than the first preset time, obtain the actual engine torque, calculate the second torque deviation between the actual torque and the updated target torque, and the actual torque reduction rate.

[0068] Specifically, the first preset duration is longer than the standard duration for the engine to respond to the torque request, and the second preset duration is obtained by adding the first preset duration to the preset extension period.

[0069] The second preset duration is as follows: ;

[0070] in, For the internal software operation cycle of the AMT controller, The number of cycles for the second extension is obtained through vehicle testing and calibration.

[0071] Step S5: If the second torque deviation exceeds the preset deviation range and the actual torque reduction rate is greater than the target torque reduction rate, then it is determined to be an engine torque reduction fault during AMT shifting.

[0072] In one embodiment, after determining that the engine torque reduction fault is detected, a fault response mechanism is triggered; the fault response mechanism includes: sending a torque reduction fault signal to the AMT controller, controlling the AMT to suspend the current shifting operation and maintain the current gear, and recording the engine operating condition, gear information, torque deviation data and fault occurrence time at the time of the fault.

[0073] The fault information is simultaneously fed back to the vehicle fault diagnosis system; if the fault duration exceeds the third preset duration, the engine is controlled to enter the torque limiting mode.

[0074] Specifically, the torque reduction rate is obtained by looking up a table based on the current actual torque and the current gear position of the AMT. The target engine torque for the next cycle is calculated using the current actual engine torque and the preset torque reduction rate, and then transmitted to the engine controller ECU via the CAN bus. After a preset delay, the difference between the actual engine torque and the target torque is calculated. By comparing the relationship between this difference and the preset value, engine torque reduction faults during AMT shifting can be quickly identified. This solves the problem in existing technologies of lacking fault diagnosis for issues caused by asynchrony between the actual engine torque and the AMT-requested torque, or by uncontrolled engine torque during AMT torque reduction.

[0075] Secondly, by setting the relationship between the difference between the actual engine torque and the target torque twice and a preset value, interference caused by a single, occasional torque anomaly can be effectively eliminated. When comparing the difference between the actual engine torque and the target torque twice with the preset value, extending the preset time can better ensure the accuracy of engine torque reduction fault diagnosis.

[0076] Figure 2 This is a structural diagram of a torque reduction fault diagnosis system during AMT shifting provided by one or more embodiments of the present invention.

[0077] like Figure 2 As shown, it includes:

[0078] The system includes a target torque reduction rate generation module, a first torque deviation calculation module, a target torque update module, a second torque deviation calculation module, and a fault output module.

[0079] The target torque reduction rate generation module is used to respond to a shift command, determine the target torque reduction rate based on the current engine operating conditions and gear information, and generate the engine target torque according to the target torque reduction rate.

[0080] The first torque deviation calculation module is used to send the target torque to the engine controller, obtain the actual engine torque after a first preset time, and calculate the first torque deviation between the actual torque and the target torque.

[0081] The target torque update module is used to redetermine the target torque reduction rate and update the target torque based on the updated engine operating conditions and gear information if the first torque deviation exceeds the preset deviation range.

[0082] The second torque deviation calculation module is used to obtain the actual engine torque after a second preset time period longer than the first preset time period, and to calculate the second torque deviation between the actual torque and the updated target torque, as well as the actual torque reduction rate.

[0083] The fault output module is used to determine that the engine torque reduction fault occurs during AMT shifting if the second torque deviation exceeds the preset deviation range and the actual torque reduction rate is greater than the target torque reduction rate.

[0084] It is worth noting that although only some basic functional modules are disclosed in this embodiment, it does not mean that the composition of this system is limited to the above-mentioned basic functional modules. On the contrary, what this embodiment intends to express is that, based on the above-mentioned basic functional modules, those skilled in the art can arbitrarily add one or more functional modules in combination with existing technology to form an infinite number of embodiments or technical solutions. That is to say, this system is open rather than closed. The fact that this embodiment only discloses a few basic functional modules does not mean that the scope of protection of the claims of this invention is limited to the disclosed basic functional modules. At the same time, for the convenience of description, the above device is described separately according to its functions as various units and modules. Of course, in implementing this invention, the functions of each unit and module can be implemented in one or more software and / or hardware.

[0085] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0086] Figure 3 This is a flowchart of a method for diagnosing torque reduction faults during AMT gear shifting in a specific embodiment of the present invention.

[0087] During engine torque reduction, the AMT controller sends the required engine torque to the engine controller via the CAN bus. There may be a discrepancy between the actual engine torque and the AMT-requested torque, or the engine torque may be uncontrolled. If the actual engine torque is significantly higher than the AMT-requested torque, the engine speed will spike during clutch disengagement, increasing engine speed adjustment time and shifting time. Furthermore, if the engine torque exceeds the clutch's transmittance by an excessive amount, it can lead to clutch slippage and severe wear, affecting clutch lifespan. Current technologies lack diagnostic functions for faults caused by the discrepancy between the actual engine torque and the AMT-requested torque, or by uncontrolled engine torque, during AMT torque reduction.

[0088] To address the above issues, shorten AMT shift time, improve shifting comfort, and extend clutch life.

[0089] like Figure 3 As shown, it includes the following steps:

[0090] At the start, the target gear position (DG) of the AMT is first acquired. The target gear position (DG) is calculated by the AMT controller's internal model based on the current gear (CG), engine speed (Ne), throttle opening (Pedal), vehicle mass (m), and gradient (Grad). It is then determined whether the target gear position (DG) has changed. If the target gear position has not changed, the acquisition of the target gear position (DG) continues. If the target gear position (DG) has changed, the next step is performed.

[0091] The engine's actual torque (Ts) and the AMT's actual gear (CG) are obtained through communication with the engine controller via the CAN bus. The torque reduction rate (dtq) is then calculated by looking up a table based on the current torque (Ts) and AMT gear (CG). The table used is a calibration table obtained through vehicle testing. The horizontal axis represents the AMT gear, and the vertical axis represents the engine torque.

[0092] The target engine torque for the next cycle, Tt = Ts + dtq * Δt, is calculated and sent to the engine controller ECU via the CAN bus. Δt represents the internal software cycle of the AMT controller.

[0093] Start the timer and obtain the current timer time t. If the timer time t is less than the preset time t0, continue obtaining the timer time. If the timer time t is greater than or equal to the preset time t0, proceed to the next step. t0 must be greater than the preset time ty for the engine to respond to the AMT torque request, where t0 = ty + n0 * Δt. n0 is the preset extension cycle number, Δt is the internal software operation cycle of the AMT controller, and ty can be obtained from vehicle testing.

[0094] The engine's actual torque Ts is obtained by communicating with the engine controller via the CAN bus, and the difference between the actual torque Ts and the target torque Tt is calculated as ΔT = Ts - Tt.

[0095] Determine the relationship between ΔT and the preset value Tmin. If the difference ΔT between the actual engine torque Ts and the target torque Tt is less than or equal to the preset value Tmin, then the engine torque reduction is considered normal. End the fault diagnosis process.

[0096] If the difference ΔT between the actual engine torque Ts and the target torque Tt is greater than the preset value Tmin, then proceed to the next step.

[0097] The engine's actual torque (Ts) and the AMT's actual gear (CG) are obtained through communication with the engine controller via the CAN bus. The torque reduction rate (dtq) is then calculated by looking up a table based on the current torque (Ts) and AMT gear (CG). The table used is a calibration table obtained through vehicle testing. The horizontal axis represents the AMT gear, and the vertical axis represents the engine torque.

[0098] The target torque of the engine in the next cycle is calculated as Tt = Ts + dtq * Δt, where Δt is the internal software cycle of the AMT controller. The target torque Tt of the engine is then sent to the engine controller ECU via the CAN bus.

[0099] Start the timer and obtain the current timer time t. If the timer time t is less than the preset time t1, continue obtaining the timer time. If the timer time t is greater than or equal to the preset time t1, and the value of t1 is greater than t0, proceed to the next step; t1 = t0 + n * Δt. n is the preset extension period number.

[0100] The engine's actual torque Ts is obtained by communicating with the engine controller via the CAN bus. The difference between the actual torque Ts and the target torque Tt is calculated as ΔT = Ts - Tt, and the actual torque reduction rate dtq1 = ΔT ÷ t1.

[0101] Determine the relationship between ΔT and the preset value Tmin, as well as the relationship between dtq1 and dtq. If the difference ΔT between the actual engine torque Ts and the target torque Tt is less than or equal to the preset value Tmin, or dtq1 is less than or equal to dtq, then the engine torque reduction is considered normal. If the difference ΔT between the actual engine torque Ts and the target torque Tt is greater than the preset value Tmin and dtq1 is greater than dtq, then an engine torque reduction fault is identified during AMT shifting. End the fault diagnosis process.

[0102] Specifically, firstly, this invention obtains the torque reduction rate by looking up a table based on the current actual engine torque and the current gear position of the AMT. Then, it calculates the target engine torque for the next cycle by combining the current actual engine torque with the preset torque reduction rate. The target torque is then sent to the engine controller ECU via the CAN bus. After a preset delay, the difference between the actual engine torque and the target torque is calculated. By judging the relationship between this difference and the preset value, the engine torque reduction fault during AMT shifting can be quickly and accurately identified. This effectively solves the problem of the lack of diagnostic methods for faults caused by the asynchrony between the actual engine torque and the AMT requested torque, and the uncontrolled engine torque, filling the gap in the prior art and ensuring the stability of the AMT shifting process.

[0103] Secondly, by setting two comparisons between the actual engine torque and the target torque difference and a preset value, this invention can effectively eliminate interference caused by single, occasional torque anomalies, avoid misdiagnosis due to accidental factors, and significantly improve the reliability of fault diagnosis. At the same time, by extending the preset time during the second difference comparison, sufficient response and adjustment time can be given to the engine, further ensuring the accuracy of engine torque reduction fault diagnosis, avoiding misdiagnosis and missed diagnosis, and providing accurate judgment basis for subsequent fault handling.

[0104] Meanwhile, the present invention precisely quantifies the two-level diagnostic time design. The first preset time t0=ty+n0*△t and the second preset time t1=t0+n*△t are all calibrated through vehicle testing. This avoids insufficient response due to too short a preset time and diagnostic lag due to too long a preset time, effectively avoiding misdiagnosis. The second preset time is based on the superposition and extension of the first diagnostic time, realizing the linkage of the two diagnostic parameters and further ensuring the reliability of the secondary fault judgment.

[0105] Furthermore, upon determining an engine torque reduction fault, this invention immediately triggers a robust fault response mechanism. This mechanism sends a torque reduction fault signal to the AMT controller, controlling the AMT to suspend the current shifting operation and maintain the current gear, effectively preventing shifting anomalies caused by the continued fault. Simultaneously, it records the engine operating conditions, gear information, torque deviation data, and fault occurrence time at the time of the fault, and feeds the fault information back to the vehicle fault diagnosis system, providing comprehensive and accurate data support for subsequent fault diagnosis and repair, reducing repair difficulty and costs. If the fault duration exceeds a third preset duration, the engine is controlled to enter a torque limiting mode, limiting the engine's maximum output torque, effectively preventing further clutch wear, extending clutch life, and preventing the aggravation of shifting anomalies, ensuring vehicle driving safety, and further improving the operational reliability and durability of the entire AMT system.

[0106] In summary, the diagnostic method of this invention not only achieves rapid and accurate identification of AMT shift torque reduction faults, overcoming the shortcomings of existing technologies, but also realizes timely fault handling and convenient subsequent maintenance through a scientific fault response mechanism. Overall, it improves the operational stability, safety, and maintainability of the AMT system, has high practical value and promotional significance, and can better meet the usage needs of commercial vehicle AMT systems.

[0107] Figure 4 This is a block diagram of an electronic device for diagnosing torque reduction faults during AMT shifting, provided by one or more embodiments of the present invention.

[0108] like Figure 4 As shown, this application provides an electronic device, including: a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other through the communication bus;

[0109] The memory stores a computer program that, when executed by the processor, causes the processor to perform steps of a torque reduction fault diagnosis method during AMT shifting.

[0110] This application also provides a computer-readable storage medium storing a computer program executable by an electronic device, which, when run on the electronic device, causes the electronic device to perform the steps of a torque reduction fault diagnosis method during AMT shifting.

[0111] For the sake of simplicity, the method embodiments are described as a series of actions. However, those skilled in the art should understand that the embodiments of the present invention are not limited to the described order of actions, because according to the embodiments of the present invention, some steps can be performed in other orders or simultaneously. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are preferred embodiments, and the actions involved are not necessarily essential to the embodiments of the present invention.

[0112] As can be seen from the above description of the embodiments, those skilled in the art can clearly understand that this application can be implemented by means of software plus necessary general-purpose hardware platforms. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in various embodiments or some parts of the embodiments of this application.

[0113] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for diagnosing torque reduction faults during AMT gear shifting, characterized in that, include: In response to a shift command, a target torque reduction rate is determined based on the current engine operating conditions and gear information, and a target engine torque is generated based on the target torque reduction rate. The target torque is sent to the engine controller. After a first preset time, the actual engine torque is obtained, and the first torque deviation between the actual torque and the target torque is calculated. The first preset duration is specifically as follows: ; in, This refers to the standard duration of engine torque response; To preset the number of extended cycles, For the internal software operation cycle of the AMT controller, and Obtained through vehicle testing and calibration; If the first torque deviation exceeds the preset deviation range, the target torque reduction rate is re-determined and the target torque is updated based on the updated engine operating conditions and gear information; After a second preset time period longer than the first preset time period, the actual engine torque is obtained, and the second torque deviation between the actual torque and the updated target torque, as well as the actual torque reduction rate, are calculated. If the second torque deviation exceeds the preset deviation range, and the actual torque reduction rate is greater than the target torque reduction rate, then it is determined to be an engine torque reduction fault during AMT shifting.

2. The method for diagnosing torque reduction faults during AMT shifting as described in claim 1, characterized in that, The shift command is generated by calculating the target gear based on the current gear, engine speed, throttle opening, vehicle weight, and slope information.

3. The method for diagnosing torque reduction faults during AMT shifting as described in claim 1, characterized in that, The target torque reduction rate is obtained by querying a preset calibration table, which is established based on the gear and engine torque.

4. The method for diagnosing torque reduction faults during AMT shifting process according to claim 1, characterized in that, The target torque is calculated as the sum of the products of the actual torque, the target torque reduction rate, and the control cycle. Specifically: ; in, For the target torque, This is the actual torque. To achieve the target torque reduction rate, This refers to the internal software operation cycle of the AMT controller.

5. The method for diagnosing torque reduction faults during AMT shifting as described in claim 1, characterized in that, The first preset duration is longer than the standard duration for the engine to respond to torque requests, and the second preset duration is obtained by adding a preset extension period to the first preset duration. The second preset duration is as follows: ; in, For the internal software operation cycle of the AMT controller, The number of cycles for the second extension is obtained through vehicle testing and calibration.

6. The method for diagnosing torque reduction faults during AMT shifting process according to claim 1, characterized in that, The torque deviation is the actual torque minus the target torque, and the preset deviation range is less than or equal to a preset torque threshold.

7. The method for diagnosing torque reduction faults during AMT shifting process according to claim 1, characterized in that, Once the engine torque reduction fault is identified, the fault response mechanism is triggered. The fault response mechanism includes: sending a torque reduction fault signal to the AMT controller, controlling the AMT to suspend the current shifting operation and maintain the current gear, and simultaneously recording the engine operating conditions, gear information, torque deviation data and fault occurrence time at the time of the fault. The fault information is simultaneously fed back to the vehicle fault diagnosis system; if the fault duration exceeds the third preset duration, the engine is controlled to enter the torque limiting mode.

8. A torque reduction fault diagnosis system during AMT shifting, the diagnosis system being used to execute the diagnosis method according to any one of claims 1-7, characterized in that, include: The system includes a target torque reduction rate generation module, a first torque deviation calculation module, a target torque update module, a second torque deviation calculation module, and a fault output module. The target torque reduction rate generation module is used to respond to a shift command, determine the target torque reduction rate based on the current engine operating conditions and gear information, and generate the engine target torque according to the target torque reduction rate. The first torque deviation calculation module is used to send the target torque to the engine controller, obtain the actual engine torque after a first preset time, and calculate the first torque deviation between the actual torque and the target torque. The target torque update module is used to redetermine the target torque reduction rate and update the target torque based on the updated engine operating conditions and gear information if the first torque deviation exceeds the preset deviation range. The second torque deviation calculation module is used to obtain the actual engine torque after a second preset time period longer than the first preset time period, and to calculate the second torque deviation between the actual torque and the updated target torque, as well as the actual torque reduction rate. The fault output module is used to determine that the engine torque reduction fault occurs during AMT shifting if the second torque deviation exceeds the preset deviation range and the actual torque reduction rate is greater than the target torque reduction rate.

9. An electronic device, characterized in that, include: The processor, communication interface, memory, and communication bus are connected, with the processor, communication interface, and memory communicating with each other via the communication bus. The memory stores a computer program, which, when executed by the processor, causes the processor to perform the steps of the torque reduction fault diagnosis method in the AMT shifting process according to any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, It stores a computer program executable by an electronic device, which, when run on the electronic device, causes the electronic device to perform the steps of a torque reduction fault diagnosis method during AMT shifting as described in any one of claims 1-7.

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