Clutch disengagement control method, system and electronic device for torque reduction stage of amt gear shifting

Abstract

The application discloses an AMT gear shifting and torque reduction stage clutch separation control method, system and electronic equipment and belongs to the technical field of vehicle gear shifting control. After receiving a gear shifting request, the application acquires a clutch control target torque and starts timing; current engine torque and a clutch torque safety coefficient are collected, and an engine torque reduction request value is calculated in combination with a timing duration and a first preset time; a clutch torque reduction safety target torque is obtained based on the torque reduction request value and the safety coefficient, and a safety torque deviation is solved; a torque following coefficient is determined based on the current engine torque, a torque following deviation is calculated and amplitude-constrained, and a real-time clutch target torque is obtained; and clutch staged separation control is implemented according to the matching relationship between the engine torque reduction request value and a preset quick separation torque threshold. The application takes into account torque safety constraints and dynamic following characteristics, controls clutch separation actions in stages, can inhibit gear shifting torque impact, and improves AMT gear shifting smoothness and control safety.

Description

Technical Field

[0001] This invention relates to the field of vehicle shift control technology, and in particular to an AMT (Automated Manual Transmission) shift torque reduction stage clutch disengagement control method, an AMT shift torque reduction stage clutch disengagement control system, electronic equipment, and storage medium. Background Technology

[0002] An automated manual transmission (AMT) can automatically shift gears based on vehicle operating conditions and road conditions, meeting the driver's needs for driving comfort and low operational load. It is currently widely used in the commercial vehicle sector. The complete shifting process of an AMT includes three core stages: torque reduction, speed adjustment, and torque increase. The torque reduction stage requires the simultaneous completion of engine torque reduction and clutch disengagement.

[0003] To reduce shift jerking and optimize shift smoothness, existing conventional control schemes employ control logic that executes engine torque reduction, clutch disengagement, and gear shifting sequentially. The vehicle control unit needs to independently calibrate multiple control parameters, such as clutch disengagement slope, engine torque reduction slope, and the timing of their matching actions. By repeatedly adjusting the matching relationship of each parameter, the timing of clutch disengagement can be ensured to be reasonable.

[0004] Existing technology has two major flaws: The calibration process is extensive and logically complex. Different shifting conditions correspond to different engine output torques. Each condition requires separate calibration of multiple sets of parameters, such as clutch disengagement slope, engine torque reduction slope, and action matching timing. Furthermore, multiple iterations and adjustments are needed to achieve parameter coordination and matching. The calibration process is cumbersome and the logic is not intuitive.

[0005] Shifting gears takes a relatively long time; Engine torque reduction, clutch disengagement, and gear shifting are executed sequentially with no overlapping actions, directly lengthening the overall shifting time.

[0006] Existing related patents, such as the Chinese patent: Invention title: A shift control method, system and vehicle for automatic transmissions, application number: CN118582539A, propose an AMT clutch disengagement timing control scheme: first, the engine torque reduction time is calculated by combining the engine torque reduction target torque and torque reduction slope; then, based on this torque reduction time, the clutch rapid disengagement time, and the rapid disengagement starting torque, the clutch gradual disengagement slope is solved. Although this scheme can slightly shorten the shift time, it still has obvious technical shortcomings: The inability to synchronize the clutch disengagement slope with the engine torque reduction slope results in poor coordination between engine torque reduction and clutch disengagement, which can easily cause shift shock and jerking. It can also cause a deviation between the engine speed and the transmission input shaft speed during the torque reduction phase, which can exacerbate clutch wear. Failure to consider the inherent response delay in engine torque output can easily lead to excessively fast actual clutch disengagement, further exacerbating shift jerking issues. Summary of the Invention

[0007] In view of this, the purpose of the present invention is to provide an AMT (Automated Manual Transmission) gear shift torque reduction stage clutch disengagement control method, an AMT gear shift torque reduction stage clutch disengagement control system, electronic equipment and storage medium, aiming to solve one of the technical problems in the prior art: failure to consider engine torque reduction response delay, asynchrony between clutch disengagement slope and engine torque reduction slope, and gear shift jerking clutch wear.

[0008] This invention provides the following solution: According to one aspect of the present invention, a clutch disengagement control method for the torque reduction stage of an AMT (Automated Manual Transmission) gear shift is provided, comprising the following steps: In response to a shift request, the clutch control target torque for the target cycle is obtained, and a timer is started; Obtain the current engine torque and the corresponding clutch torque safety factor; Obtain the accumulated time of the timer and the first preset time, and calculate the engine torque reduction request value based on the accumulated time of the timer and the first preset time; Based on the engine torque reduction request value and the clutch torque safety factor, obtain the clutch torque reduction safety target torque, and combine it with the clutch control target torque to calculate the clutch safety torque deviation. Based on the current engine torque, obtain the clutch torque following coefficient and calculate the clutch torque following deviation; The clutch torque following deviation is constrained by upper and lower limits to obtain the constrained torque following deviation. Calculate the current clutch target torque by combining the clutch control target torque and the torque following deviation after constraint; Based on the correspondence between the engine torque reduction request value and the preset clutch rapid disengagement torque, graded clutch disengagement control is executed.

[0009] Furthermore, the preconditions for triggering clutch disengagement control include: The vehicle shift command is valid, and the transmission TCU exits the shift torque compensation and creep control execution branches. The vehicle's CAN bus communication is normal, and there are no frame drops or hardware fault codes in the engine torque message, gear message, and vehicle driving resistance message. The clutch actuator and position feedback sensor are working properly, and the clutch torque estimation signal is valid.

[0010] Furthermore, the first preset time is obtained as follows: Collect the vehicle's current gear and real-time vehicle driving resistance, and query the preset engine torque response time calibration table based on the current gear and vehicle driving resistance to obtain the first preset time.

[0011] Furthermore, if the accumulated time of the timer is less than the first preset time, the engine torque reduction request value is assigned to be equal to the current engine torque; If the accumulated timer time is greater than or equal to the first preset time, update the engine torque reduction request value according to a fixed iteration step size; The iteration step size is determined by the engine torque reduction slope and the controller operating cycle. The engine torque reduction slope is obtained by querying the preset torque reduction slope calibration table based on the current gear and the current engine torque. The controller operating cycle is a fixed constant of the electronic control system.

[0012] Furthermore, the clutch torque following deviation is calculated as follows: Clutch torque following deviation = Clutch safety torque deviation × Clutch torque following coefficient.

[0013] Furthermore, the formulas for calculating the clutch torque reduction safety target torque and the clutch safety torque deviation are as follows: Clutch torque reduction safety target torque = Engine torque reduction request value × Clutch torque safety factor; Clutch safety torque deviation = Clutch torque reduction safety target torque The clutch control target torque in the previous cycle.

[0014] Furthermore, upper and lower limit constraints are imposed on the clutch torque following deviation, including: If the clutch torque following deviation is greater than the preset maximum torque deviation, the preset maximum torque deviation will be assigned as the constrained torque following deviation. If the clutch torque following deviation is less than the preset minimum torque deviation, the preset minimum torque deviation will be assigned as the constrained torque following deviation. If the clutch torque following deviation is between the preset minimum torque deviation and the preset maximum torque deviation, the original calculated value is directly retained as the constrained torque following deviation.

[0015] Furthermore, the staged clutch disengagement control is performed, including: First control branch: If the engine torque reduction request value is greater than the preset clutch quick disengagement torque, the current clutch target torque is used as the execution torque and stored in the transmission controller memory. The torque-position mapping calibration table is queried to obtain the corresponding clutch target position, and the clutch is controlled to smoothly disengage to the corresponding target position. Second control branch: If the engine torque reduction request value is less than or equal to the preset clutch rapid disengagement torque, the current clutch target torque calculation result is masked, the preset clutch fully open torque is directly assigned as the execution torque, the table is looked up to match the clutch fully open position, and the clutch is controlled to disengage at full speed.

[0016] According to a second aspect of the present invention, an AMT (Automated Manual Transmission) shift torque reduction stage clutch disengagement control system is provided, comprising: The module includes a shift request response module, a parameter acquisition module, a torque reduction request calculation module, a safety torque deviation calculation module, a following deviation calculation module, a deviation limiting constraint module, a real-time target torque calculation module, and a graded separation execution module. The shift request response module is used to respond to shift requests, retrieve the clutch control target torque corresponding to the target control cycle, and synchronously start the built-in timing unit to begin timing; The parameter acquisition module is electrically connected to the engine controller and the clutch actuator controller respectively, and is used to acquire the current output torque of the engine and the clutch torque safety factor that matches the current output torque of the engine in real time. The torque reduction request calculation module is connected to the built-in timing unit of the shift request response module. It is used to obtain the accumulated time of the timer and the first preset time, and calculate the engine torque reduction request value based on the accumulated time of the timer and the first preset time. The safety torque deviation calculation module is connected to the torque reduction request calculation module, the parameter acquisition module, and the shift request response module, respectively. It is used to retrieve the engine torque reduction request value and the clutch torque safety coefficient to generate the clutch torque reduction safety target torque. Then, combined with the pre-acquired clutch control target torque, the clutch safety torque deviation is calculated. The following deviation calculation module is used to obtain the clutch torque following coefficient based on the current engine torque and calculate the clutch torque following deviation; The deviation limiting constraint module is used to constrain the upper and lower limits of the clutch torque following deviation and obtain the constrained torque following deviation. The real-time target torque calculation module is connected to the shift request response module and the deviation limiting constraint module, respectively. It is used to couple the clutch control target torque with the constrained torque following deviation, and iteratively calculate and output the current clutch target torque. The graded separation execution module pre-stores the mapping association information between the engine torque reduction request value and the preset clutch rapid separation torque. Based on the real-time received engine torque reduction request value, it matches the corresponding control strategy and executes graded clutch separation drive control.

[0017] 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 via the communication bus; The memory stores a computer program, which, when executed by the processor, causes the processor to perform the steps of an AMT (Automated Manual Transmission) gear shift torque reduction stage clutch disengagement control method.

[0018] 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 an AMT shift torque reduction stage clutch disengagement control method.

[0019] Compared with the prior art, the present invention has the following advantages: In the pre-processing stage before the engine responds to torque requests, this invention relies on the actual engine torque to look up a table and match the clutch torque safety factor. It then calculates the clutch torque reduction safety target torque and torque following deviation in real time, and iteratively solves the current clutch control target torque by combining the torque parameters from the previous control cycle. This allows for advance adjustment of the clutch torque, ensuring that the clutch torque drops back to the safety threshold before the engine torque response takes effect, and reserving a torque response buffer time. This accurately compensates for the inherent torque response delay defect of the engine, avoids the shift shock and jerking faults caused by neglecting torque lag and excessively rapid clutch disengagement in existing technologies, and optimizes shift smoothness.

[0020] After the engine torque response takes effect, this invention retrieves a preset calibration parameter table based on the current gear and real-time engine torque, accurately calculates the engine torque reduction rate, and synchronously couples the clutch safety torque deviation constraint condition, limiting the upper and lower limits of the clutch disengagement slope in both directions to avoid two extreme conditions: excessively fast and excessively slow clutch disengagement rates. Relying on the real-time adaptive adjustment of the clutch disengagement slope based on the engine torque reduction slope, the two action rates are synchronized, completely solving the pain point of uncoordinated actions in existing patent solutions, eliminating the deviation between engine speed and transmission input shaft speed, reducing abnormal clutch slippage during gear shifting, and extending clutch service life.

[0021] This invention introduces a torque deviation threshold determination logic, which compares the clutch torque following deviation with the preset maximum and minimum torque deviation thresholds in real time, and corrects the clutch control parameters in a closed loop. It eliminates the need to separately calibrate multiple independent parameters such as clutch disengagement slope, engine torque reduction matching timing, and action phase. It also abandons the cumbersome calibration logic of repeated adaptation and debugging of multiple parameters in the traditional way, simplifies the control logic, improves the adaptability and control robustness of shifting conditions, and reduces the workload of vehicle control parameter calibration.

[0022] This invention employs a parallel and coordinated control strategy of engine torque reduction and clutch disengagement to compress the redundant time of gear shifting action intervals; at the same time, it adds a clutch rapid disengagement torque determination logic to trigger full-speed clutch disengagement as needed, which significantly reduces the overall gear shifting time of AMT and improves the vehicle's power response speed while ensuring control accuracy.

[0023] This invention compares the engine torque reduction request value with the clutch rapid disengagement threshold at the end of a gear shift to accurately determine the timing of full-speed clutch disengagement, ensuring that the engine has no residual output torque when the clutch is fully disengaged, avoiding sudden changes in power torque at the end of a gear shift, eliminating the impact problem at the end of a gear shift, and comprehensively improving the shifting comfort of AMT in commercial vehicles. Attached Figure Description

[0024] 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.

[0025] Figure 1 This is a flowchart of a clutch disengagement control method for the shift torque reduction stage of an AMT (Automated Manual Transmission) system, provided by one or more embodiments of the present invention.

[0026] Figure 2 This is a structural diagram of an AMT (Automated Manual Transmission) clutch disengagement control system for the shift torque reduction stage, provided by one or more embodiments of the present invention.

[0027] Figure 3 This is a flowchart of a clutch disengagement control method for the shift torque reduction stage of an AMT (Automated Manual Transmission) system, provided in a specific embodiment of the present invention.

[0028] Figure 4 This is an electronic device structural block diagram of an AMT (Automated Manual Transmission) gear shift torque reduction stage clutch disengagement control method provided by one or more embodiments of the present invention. Detailed Implementation

[0029] 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.

[0030] Figure 1 This is a flowchart of a clutch disengagement control method for the shift torque reduction stage of an AMT (Automated Manual Transmission) system, provided by one or more embodiments of the present invention.

[0031] like Figure 1 As shown, it includes the following steps: Step S1: In response to the shift request, obtain the clutch control target torque for the target cycle and start the timer; Specifically, the preconditions for triggering clutch disengagement control include: The vehicle shift command is valid, and the transmission TCU exits the shift torque compensation and creep control execution branches. The vehicle's CAN bus communication is normal, and there are no frame drops or hardware fault codes in the engine torque message, gear message, and vehicle driving resistance message. The clutch actuator and position feedback sensor are working properly, and the clutch torque estimation signal is valid.

[0032] Step S2: Obtain the current engine torque and the corresponding clutch torque safety factor; Step S3: Obtain the accumulated time of the timer and the first preset time, and calculate the engine torque reduction request value based on the accumulated time of the timer and the first preset time; Specifically, the first preset time is obtained as follows: Collect the vehicle's current gear and real-time vehicle driving resistance, and query the preset engine torque response time calibration table based on the current gear and vehicle driving resistance to obtain the first preset time; If the accumulated timer time is less than the first preset time, the engine torque reduction request value is assigned to be equal to the current engine torque. If the accumulated timer time is greater than or equal to the first preset time, update the engine torque reduction request value according to a fixed iteration step size; The iteration step size is determined by the engine torque reduction slope and the controller operating cycle. The engine torque reduction slope is obtained by querying a preset torque reduction slope calibration table based on the current gear and the current engine torque. The controller operating cycle is a fixed constant of the electronic control system.

[0033] Step S4: Based on the engine torque reduction request value and the clutch torque safety factor, obtain the clutch torque reduction safety target torque, and calculate the clutch safety torque deviation in conjunction with the clutch control target torque. Step S5: Based on the current engine torque, obtain the clutch torque following coefficient and calculate the clutch torque following deviation; Specifically, the calculation method for clutch torque following deviation is as follows: Clutch torque following deviation = Clutch safety torque deviation × Clutch torque following coefficient.

[0034] Furthermore, the formulas for calculating the clutch torque reduction safety target torque and the clutch safety torque deviation are as follows: Clutch torque reduction safety target torque = Engine torque reduction request value × Clutch torque safety factor; Clutch safety torque deviation = Clutch torque reduction safety target torque The clutch control target torque in the previous cycle.

[0035] Step S6: Constrain the clutch torque following deviation with upper and lower limits to obtain the constrained torque following deviation; Specifically, upper and lower limit constraints are imposed on the clutch torque following deviation, including: If the clutch torque following deviation is greater than the preset maximum torque deviation, the preset maximum torque deviation will be assigned as the constrained torque following deviation. If the clutch torque following deviation is less than the preset minimum torque deviation, the preset minimum torque deviation will be assigned as the constrained torque following deviation. If the clutch torque following deviation is between the preset minimum torque deviation and the preset maximum torque deviation, the original calculated value is directly retained as the constrained torque following deviation.

[0036] Step S7: Calculate the current clutch target torque by combining the clutch control target torque and the torque following deviation after constraint. Step S8: Based on the correspondence between the engine torque reduction request value and the preset clutch rapid disengagement torque, perform graded clutch disengagement control.

[0037] Specifically, the staged clutch disengagement control includes: First control branch: If the engine torque reduction request value is greater than the preset clutch quick disengagement torque, the current clutch target torque is used as the execution torque and stored in the transmission controller memory. The torque-position mapping calibration table is queried to obtain the corresponding clutch target position, and the clutch is controlled to smoothly disengage to the corresponding target position. Second control branch: If the engine torque reduction request value is less than or equal to the preset clutch rapid disengagement torque, the current clutch target torque calculation result is masked, the preset clutch fully open torque is directly assigned as the execution torque, the table is looked up to match the clutch fully open position, and the clutch is controlled to disengage at full speed.

[0038] Specifically, by setting multi-layered pre-judgment conditions to screen operating conditions, control faults caused by the coupling of bus communication, actuators, and control logic are avoided, thus improving the robustness of shift control. Relying on the dynamic matching control parameters of gear position and driving resistance, a segmented engine torque reduction strategy is adopted. Combined with torque safety factor, torque following closed loop, and deviation upper and lower limit constraints to optimize torque calculation logic, the torque step fluctuation of the transmission system is eliminated. The timing of engine torque reduction and clutch disengagement is precisely coordinated, effectively improving shift smoothness and reducing the shift jerking of the whole vehicle. By performing clutch disengagement control in stages with high and low torque, shift response speed and power transmission stability are taken into account, balancing ride comfort and vehicle power. At the same time, it can limit abnormal clutch slippage, reduce the impact load on the transmission synchronizer and transmission components, extend the service life of transmission system components, reduce the workload of vehicle calibration and subsequent maintenance costs. The algorithm has strong adaptability and can be adapted to all operating conditions of AMT shifting scenarios.

[0039] Figure 2 This is a structural diagram of an AMT (Automated Manual Transmission) clutch disengagement control system for the shift torque reduction stage, provided by one or more embodiments of the present invention.

[0040] like Figure 2 As shown, it includes: The module includes a shift request response module, a parameter acquisition module, a torque reduction request calculation module, a safety torque deviation calculation module, a following deviation calculation module, a deviation limiting constraint module, a real-time target torque calculation module, and a graded separation execution module. The shift request response module is used to respond to shift requests, retrieve the clutch control target torque corresponding to the target control cycle, and synchronously start the built-in timing unit to begin timing; The parameter acquisition module is electrically connected to the engine controller and the clutch actuator controller respectively, and is used to acquire the current output torque of the engine and the clutch torque safety factor that matches the current output torque of the engine in real time. The torque reduction request calculation module is connected to the built-in timing unit of the shift request response module. It is used to obtain the accumulated time of the timer and the first preset time, and calculate the engine torque reduction request value based on the accumulated time of the timer and the first preset time. The safety torque deviation calculation module is connected to the torque reduction request calculation module, the parameter acquisition module, and the shift request response module, respectively. It is used to retrieve the engine torque reduction request value and the clutch torque safety coefficient to generate the clutch torque reduction safety target torque. Then, combined with the pre-acquired clutch control target torque, the clutch safety torque deviation is calculated. The following deviation calculation module is used to obtain the clutch torque following coefficient based on the current engine torque and calculate the clutch torque following deviation; The deviation limiting constraint module is used to constrain the upper and lower limits of the clutch torque following deviation and obtain the constrained torque following deviation. The real-time target torque calculation module is connected to the shift request response module and the deviation limiting constraint module, respectively. It is used to couple the clutch control target torque with the constrained torque following deviation, and iteratively calculate and output the current clutch target torque. The graded separation execution module pre-stores the mapping association information between the engine torque reduction request value and the preset clutch rapid separation torque. Based on the real-time received engine torque reduction request value, it matches the corresponding control strategy and executes graded clutch separation drive control.

[0041] 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.

[0042] 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.

[0043] Figure 3 This is a flowchart of a clutch disengagement control method for the shift torque reduction stage of an AMT (Automated Manual Transmission) system, provided in a specific embodiment of the present invention.

[0044] like Figure 3 As shown, a clutch disengagement control method is provided for the torque reduction stage of an AMT (Automated Manual Transmission) gear shift, including the following steps: At the start moment, obtain the clutch control target torque Tq_t_pre from the previous cycle and start the timer; The engine's current torque Tq_e is obtained via the CAN bus, and the clutch torque safety factor Kf is obtained by looking up a table based on the engine's actual torque.

[0045] Obtain the current timer time t, and compare it with the preset time t1. If the timer time t is less than the preset time t1, assign the actual engine torque Tq_e to the engine torque reduction request value Tq_r = Tq_e; if the timer time t is greater than or equal to the preset time t1, calculate the engine torque reduction request value Tq_r = Tq_r - Dtq. △t and Dtq are the torque reduction slopes, obtained by querying the preset calibration table based on the current gear and the current engine torque Tq_e; △t is the controller operating cycle. The preset time t1 is the engine torque response time, obtained by querying the preset calibration table based on the current gear and vehicle driving resistance.

[0046] Calculate the safe target torque for clutch torque reduction: Tq_s = Tq_r Kf; Calculate the safe torque deviation Δs = Tq_s - Tq_t_pre; The clutch torque following coefficient Kt is obtained by querying the preset calibration table based on the current engine torque Tq_e. Calculate the clutch torque following deviation Δ = Δs Kt; Compare the clutch torque following deviation with the preset maximum torque deviation △max and the preset minimum torque deviation △min. If the clutch torque following deviation △ is greater than the preset maximum torque deviation △max, then assign the preset maximum torque deviation to the clutch torque following deviation △=△max. If the actual torque following deviation of the clutch is less than the preset minimum torque deviation value △min, then the preset minimum torque deviation value is assigned to the clutch torque following deviation △=△min; If the clutch torque following deviation Δ is less than or equal to the preset maximum torque deviation Δmax and greater than or equal to the preset minimum torque deviation Δmin, then maintain Δ=Δs. Kt; Calculate the current target clutch torque Tq_c = Tq_t_pre - Δ; Get the current engine torque reduction request value Tq_r, and compare the relationship between the current engine torque reduction request value Tq_r and the preset clutch rapid disengagement torque Tq_min; If Tq_r is greater than the preset clutch quick disengagement torque Tq_min, then Tq_t is stored in memory, and the clutch target position d corresponding to Tq_t is obtained by looking up the table according to the preset calibration table, and the clutch is controlled to disengage to the target position d. If Tq_r is less than or equal to the preset clutch rapid disengagement torque Tq_min, then the current clutch target torque is assigned to the preset clutch full opening torque Tq_t = tq_open. The clutch target position d corresponding to Tq_t is obtained by looking up the preset calibration table, and the clutch is controlled to disengage to the target position d.

[0047] Before the engine torque response time, the clutch torque safety factor is obtained from a table based on the actual engine torque, and the clutch torque reduction safety target torque and clutch torque following deviation are calculated. Combined with the clutch control target torque of the previous cycle, the current clutch target torque is calculated. This ensures that the clutch torque value drops to the clutch torque reduction safety target torque before the engine's actual torque responds to the requested torque and maintains a response time following the engine's requested torque. After the engine torque responds to the requested torque, disengagement follows the engine's requested torque reduction rate. This solves the problems in existing related technologies, such as not considering the engine torque reduction response delay, and the asynchrony between the clutch disengagement slope and the engine torque reduction slope, which cause shift jerking and clutch wear.

[0048] After the engine torque response requests torque, the engine torque reduction slope is obtained by consulting a preset calibration table based on the current gear and the current engine torque Tq_e, and the requested engine torque reduction value is calculated. The clutch torque safety factor is obtained by consulting a table based on the actual engine torque, and the safe target torque for clutch torque reduction is calculated, along with the safe torque deviation. The relationship between the clutch torque following deviation and the preset maximum and minimum torque deviation values ​​is compared to avoid excessively large or small clutch disengagement slopes. The clutch disengagement slope is adjusted according to the engine torque reduction slope, fundamentally solving the problems of asynchronous clutch disengagement and engine torque reduction slopes in existing related technologies, which cause shift jerking and clutch wear.

[0049] Finally, the current engine torque reduction request value is obtained, and its relationship with the preset clutch rapid disengagement torque is compared to determine whether to enter the clutch rapid disengagement to full engagement phase. This ensures that there is no torque input to the engine when the clutch is fully disengaged, preventing shift jerks caused by sudden torque changes. Simultaneously, engine torque reduction and clutch disengagement are controlled in parallel to solve the problem of long shift times caused by sequential execution of engine torque reduction and clutch disengagement.

[0050] Figure 4 This is an electronic device structural block diagram of an AMT (Automated Manual Transmission) gear shift torque reduction stage clutch disengagement control method provided by one or more embodiments of the present invention.

[0051] like Figure 4 As shown, the present invention 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; The memory stores a computer program, which, when executed by the processor, causes the processor to perform the steps of an AMT (Automated Manual Transmission) gear shift torque reduction stage clutch disengagement control method.

[0052] The present invention 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 an AMT shift torque reduction stage clutch disengagement control method.

[0053] 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.

[0054] As can be seen from the above description of the embodiments, those skilled in the art can clearly understand that the present invention can be implemented by means of software plus necessary general-purpose hardware platforms. Based on this understanding, the technical solution of the present invention, 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.

[0055] 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 therein. Such 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 clutch disengagement control method during the shift torque reduction stage of an AMT (Automated Manual Transmission) system, characterized by the following: step: In response to a shift request, the clutch control target torque for the target cycle is obtained, and a timer is started; Obtain the current engine torque and the corresponding clutch torque safety factor; Obtain the accumulated time of the timer and the first preset time, and calculate the engine torque reduction request value based on the accumulated time of the timer and the first preset time; Based on the engine torque reduction request value and the clutch torque safety factor, obtain the clutch torque reduction safety target torque, and calculate the clutch safety torque deviation in conjunction with the clutch control target torque. Based on the current engine torque, obtain the clutch torque following coefficient and calculate the clutch torque following deviation; The clutch torque following deviation is constrained by upper and lower limits to obtain the constrained torque following deviation. Calculate the current clutch target torque by combining the clutch control target torque and the constrained torque following deviation; Based on the correspondence between the engine torque reduction request value and the preset clutch rapid disengagement torque, graded clutch disengagement control is executed.

2. The clutch disengagement control method for the AMT shift torque reduction stage according to claim 1, characterized in that, The prerequisite conditions for triggering clutch disengagement control include: the vehicle shift command is valid, and the transmission TCU exits the shift torque compensation and creep control execution branches. The vehicle's CAN bus communication status is normal, and there are no frame drops or hardware fault codes in the engine torque message, gear message, and vehicle driving resistance message. The clutch actuator and position feedback sensor are working properly, and the clutch torque estimation signal is valid.

3. The clutch disengagement control method for the AMT shift torque reduction stage according to claim 1, characterized in that, The first preset time is obtained as follows: Collect the vehicle's current gear and real-time vehicle driving resistance, and query the preset engine torque response time calibration table based on the current gear and vehicle driving resistance to obtain the first preset time.

4. The clutch disengagement control method for the AMT shift torque reduction stage according to claim 1, characterized in that, The engine torque reduction request value is calculated based on the accumulated time of the timer and the first preset time, including: If the accumulated timer time is less than the first preset time, the engine torque reduction request value is assigned to be equal to the current engine torque. If the accumulated timer time is greater than or equal to the first preset time, update the engine torque reduction request value according to a fixed iteration step size; The iteration step size is determined by the engine torque reduction slope and the controller operating cycle. The engine torque reduction slope is obtained by querying a preset torque reduction slope calibration table based on the current gear and the current engine torque. The controller operating cycle is a fixed constant of the electronic control system.

5. The clutch disengagement control method for the AMT shift torque reduction stage according to claim 1, characterized in that, The method for calculating the clutch torque following deviation is as follows: Clutch torque following deviation = Clutch safety torque deviation × Clutch torque following coefficient.

6. The clutch disengagement control method for the AMT shift torque reduction stage according to claim 1, characterized in that, The formulas for calculating the clutch torque reduction safety target torque and the clutch safety torque deviation are as follows: Clutch torque reduction safety target torque = Engine torque reduction request value × Clutch torque safety factor; Clutch safety torque deviation = Clutch torque reduction safety target torque The clutch control target torque in the previous cycle.

7. The clutch disengagement control method for the AMT shift torque reduction stage according to claim 1, characterized in that, Upper and lower limit constraints are imposed on the clutch torque following deviation, including: If the clutch torque following deviation is greater than the preset maximum torque deviation, the preset maximum torque deviation will be assigned as the constrained torque following deviation. If the clutch torque following deviation is less than the preset minimum torque deviation, the preset minimum torque deviation will be assigned as the constrained torque following deviation. If the clutch torque following deviation is between the preset minimum torque deviation and the preset maximum torque deviation, the original calculated value is directly retained as the constrained torque following deviation.

8. The clutch disengagement control method for the AMT shift torque reduction stage according to claim 1, characterized in that, Perform graded clutch disengagement control, including: First control branch: If the engine torque reduction request value is greater than the preset clutch quick disengagement torque, the current clutch target torque is used as the execution torque and stored in the transmission controller memory. The torque-position mapping calibration table is queried to obtain the corresponding clutch target position, and the clutch is controlled to smoothly disengage to the corresponding target position. Second control branch: If the engine torque reduction request value is less than or equal to the preset clutch rapid disengagement torque, the current clutch target torque calculation result is masked, the preset clutch fully open torque is directly assigned as the execution torque, the table is looked up to match the clutch fully open position, and the clutch is controlled to disengage at full speed.

9. A clutch disengagement control system for the torque reduction stage of an AMT (Automated Manual Transmission) gear shift, characterized in that, include: The module includes a shift request response module, a parameter acquisition module, a torque reduction request calculation module, a safety torque deviation calculation module, a following deviation calculation module, a deviation limiting constraint module, a real-time target torque calculation module, and a graded separation execution module. The shift request response module is used to respond to a shift request, retrieve the clutch control target torque corresponding to the target control cycle, and synchronously start the built-in timing unit to begin timing. The parameter acquisition module is electrically connected to the engine controller and the clutch actuator controller respectively, and is used to acquire the current output torque of the engine and the clutch torque safety factor that matches the current output torque of the engine in real time. The torque reduction request calculation module is communicatively connected to the timing unit built into the shift request response module, and is used to obtain the accumulated time of the timer and the first preset time, and calculate the engine torque reduction request value based on the accumulated time of the timer and the first preset time. The safe torque deviation calculation module is connected to the torque reduction request calculation module, the parameter acquisition module, and the shift request response module, respectively. It is used to retrieve the engine torque reduction request value and the clutch torque safety coefficient to generate the clutch torque reduction safety target torque. Then, combined with the pre-acquired clutch control target torque, the clutch safe torque deviation is calculated. The following deviation calculation module is used to obtain the clutch torque following coefficient based on the current engine torque and calculate the clutch torque following deviation. The deviation limiting constraint module is used to constrain the clutch torque following deviation with upper and lower limits to obtain the constrained torque following deviation. The real-time target torque calculation module is connected to the shift request response module and the deviation limiting constraint module, respectively, and is used to couple the clutch control target torque with the constrained torque following deviation, and iteratively calculate and output the current clutch target torque. The graded separation execution module pre-stores the mapping association information between the engine torque reduction request value and the preset clutch rapid separation torque, matches the corresponding control strategy according to the real-time received engine torque reduction request value, and executes graded clutch separation drive control.

10. 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 clutch disengagement control method for the shift torque reduction stage of an AMT as described in any one of claims 1-8.

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