Intelligent shift assist system for manual transmissions

Abstract

The disclosed systems, devices, and methods are provided to assist in shifting a manual transmission of a vehicle. An electronic control unit (ECU) receives a gear shift request from a shift selector. The gear shift request requests a shift to a desired position. The ECU nulls engine torque to substantially zero and indicates that the gear is ready to move to a neutral position. The ECU then determines whether the gear has moved to the neutral position. In response to determining that the gear has moved to the neutral position, the ECU adjusts engine speed to match a transmission ratio corresponding to the desired position and a transmission output speed and indicates that the gear is ready to switch to the desired position. The ECU then determines whether the gear has switched to the desired position. In response to determining that the gear has shifted to the desired position, the ECU restores engine torque.

Description

[0001] This application is a divisional application of the invention application filed on July 19, 2017, with application number 201780093351.3 and invention title "Intelligent Shift Assist System for Manual Transmission". Technical Field

[0002] This disclosure relates to systems and methods for assisting gear shifting in vehicles with manual transmissions. Background Technology

[0003] Manual transmissions are used in a variety of vehicles, such as trucks, buses, and cars. Typically, a manual transmission uses a clutch operated by the driver, engaged and disengaged by a foot pedal or hand lever, to regulate torque transmission from the engine shaft to the transmission input shaft. Manual shifting (e.g., a gear lever) is used to engage / disengage and select gears to regulate torque transmission from the transmission input shaft to the transmission output shaft. When different gears are selected and engaged, the speed may change; this is the ratio of engine speed to transmission output shaft speed. Gears can be changed (i.e., upshifting or downshifting) to match engine speed and power to the vehicle's road speed.

[0004] Manual transmissions require the driver to manually shift gears. Specifically, the driver first disengages the transmission from the engine by, for example, depressing the clutch pedal. Then, the driver moves the engaged gear to neutral to disengage it. In neutral, no gears are engaged, so torque is not transmitted from the engine to the transmission. The driver releases the clutch pedal to re-engage the transmission with the engine and accelerates the engine using the accelerator to reach synchronization speed according to the desired gear ratio and the current transmission output speed. When the engine reaches synchronization speed, the driver releases the clutch again and moves the gear lever to engage the desired gear. This series of manual operations complicates gear shifting. Summary of the Invention

[0005] One embodiment relates to an apparatus for assisting manual transmission shifting in a vehicle. The apparatus includes a gear shift request receiving circuit configured to receive a gear shift request from a shift selector. The gear shift request requests a shift to a desired position. The apparatus also includes: a torque changing circuit configured to change engine torque; an indication presentation circuit configured to display an indication to the driver that the gear is ready to move; a gear position detection circuit configured to determine, in response to the indication, whether the gear has moved; and an engine speed synchronization circuit configured to adjust the engine speed to match the gear ratio and transmission output speed corresponding to the desired position.

[0006] Another embodiment relates to a method for assisting manual transmission shifting in a vehicle. The method includes receiving a gear shift request from a gear selector. The gear shift request requests a shift to a desired position. The method also includes eliminating engine torque to essentially zero, indicating that the gear is ready to move to neutral, and determining whether the gear has already been moved to neutral. In response to determining that the gear has been moved to neutral, the method adjusts the engine speed to match the gear ratio and transmission output speed corresponding to the desired position. The method also includes indicating that the gear is ready to move to the desired position and determining whether the gear has already been moved to the desired position. In response to determining that the gear has been shifted to the desired position, the method restores engine torque.

[0007] Another embodiment relates to a system including a transmission controller. The transmission controller is configured to: receive a gear shift request to shift to a desired position; eliminate engine torque to essentially zero; indicate that the gear is ready to move to the desired position; and determine whether the gear has already moved to the desired position. In response to determining that the gear has been shifted to neutral, the transmission controller adjusts the engine speed to match the gear ratio and transmission output speed corresponding to the desired position, and indicates that the gear is ready to shift to the desired position and determines whether the gear has already moved to the desired position. In response to determining that the gear has been shifted to the desired position, the transmission controller restores engine torque.

[0008] These and other features, as well as the organization and manner of their operation, will become apparent from the following detailed description, taken in conjunction with the accompanying drawings. Attached Figure Description

[0009] Figure 1A This is a schematic diagram of a shift assist system for a manual transmission according to a first exemplary embodiment.

[0010] Figure 1B This is a schematic diagram of a shift assist system for a manual transmission according to a second exemplary embodiment.

[0011] Figure 2A This is a schematic diagram of a gear selector according to a first example embodiment.

[0012] Figure 2B This is a schematic diagram of a gear selector according to a second example embodiment.

[0013] Figure 3A This is a schematic diagram of an operator interface with a status indicator and a shift guide indicator according to a first example embodiment.

[0014] Figure 3B This is a schematic diagram of an operator interface with a status indicator and a shift guide indicator according to a second example embodiment.

[0015] Figure 3CIt is a schematic diagram of an operator interface having a gear selector, a status indicator and a shift guide indicator according to a first example embodiment.

[0016] Figure 3D This is a schematic diagram of an operator interface with a gear selector, a status indicator, and a shift guide indicator according to a second example embodiment.

[0017] Figure 4 This is a schematic diagram of a speed controller according to an example embodiment.

[0018] Figure 5A This is a table illustrating a logic diagram for upscaling according to an example embodiment.

[0019] Figure 5B This is a table illustrating a logic diagram for downshifting during coasting according to an example embodiment.

[0020] Figure 5C This is a table illustrating a logic diagram for skipping and downshifting according to an example embodiment.

[0021] Figure 6 This is a diagram illustrating various work areas according to an example embodiment.

[0022] Figure 7A This is a graph showing the road test results of a shift assist system for upshifting according to an example embodiment.

[0023] Figure 7B This is a graph showing the road test results of a shift assist system for continuous upshifting according to an example embodiment.

[0024] Figure 7C This is a graph showing the road test results of a shift assist system for continuous downshifting during coasting, according to an example embodiment.

[0025] Figure 7D This is a graph showing the road test results of a shift assist system for skip-gear shifting according to an example embodiment.

[0026] Figure 8 This is a flowchart of a shifting method for an assisted manual transmission according to an example embodiment. Detailed Implementation

[0027] To facilitate an understanding of the principles of this disclosure, reference will now be made to the embodiments illustrated in the accompanying drawings, and these embodiments will be described using specific language. However, it should be understood that this is not intended to limit the scope of this disclosure, and any changes and further modifications to the illustrated embodiments, as well as any further applications of the principles of this disclosure as illustrated herein, will generally be contemplated by those skilled in the art through which the technology involved in this disclosure is understood.

[0028] Referring generally to the accompanying drawings, the various embodiments disclosed herein relate to systems and methods for assisting gear shifting in a manual transmission. Traditionally, driving a vehicle with a manual transmission involves a series of complex operations to manually shift gears. First, the driver disengages the transmission from the engine by, for example, depressing the clutch pedal. Then, the driver moves the engaged gear to neutral to disengage it. The driver releases the clutch pedal to re-engage the transmission with the engine and accelerates the engine to sync speed using the accelerator. When the engine reaches sync speed, the driver releases the clutch again and moves the gear lever to engage the desired gear. Thus, the clutches and other components in the transmission are subjected to wear and damage due to the frictional forces applied during gear shifting.

[0029] This system and method can assist drivers in shifting gears without manually actuating the clutch. Specifically, the driver requests to use a gear selector to shift (upshift or downshift). The gear selector can be implemented as a button, switch, roller, etc., on a gear lever, steering wheel, instrument panel, etc. Alternatively, the gear selector can be implemented on a touchscreen of an in-vehicle device or mobile device. Upon receiving a shift request, the vehicle's electronic control unit (ECU) reduces engine torque to essentially zero (0) and instructs the driver that it is ready to shift to neutral. The driver can then shift to neutral. Once it is determined that the gear has been shifted to neutral, the ECU adjusts the engine speed to match the transmission output shaft speed, which is modified (e.g., multiplied) to correspond to the desired gear ratio. When the engine speed reaches the correct speed, the ECU instructs the driver that it is ready to shift to the desired position. The driver can then shift to the desired gear. In a further embodiment, the ECU can determine the optimal gear for the current situation to optimize fuel economy, engine performance, braking performance, emissions, etc., and recommend the optimal gear to the driver.

[0030] With the help of systems and methods that assist manual shifting, drivers no longer need to operate the clutch to shift gears. This reduces driver workload, lowers clutch / transmission wear and maintenance costs, and eliminates the need for synchronizers, further reducing transmission costs. Furthermore, because the ECU can precisely control engine torque and speed, shift quality and driving performance are improved. Consequently, fuel economy, performance, and emissions management are all enhanced.

[0031] Now refer to Figure 1AThis diagram illustrates a shift assist system for a manual transmission according to a first example embodiment. System 100 can be implemented in a vehicle equipped with a manual transmission. The vehicle can be any type of passenger or commercial vehicle, such as a car, truck, SUV, crossover, van, minivan, tractor, etc. The vehicle may also typically include a fuel tank, engine, powertrain system, wheels, aftertreatment system, etc.

[0032] The transmission assistance system 100 shown includes an electronic control unit (ECU) 110, a manual transmission 120, and an operator interface 130. The ECU 110 is an engine control unit or a backup control unit that can communicate with the engine control unit via a CAN bus. These components can communicate with each other via a wired connection 102, which can be a serial cable, a CAT5 cable, or any other form of wired connection. In one embodiment, the components of system 100 are connected to a vehicle network, such as a control area network (CAN) or a manufacturer-proprietary network. Each component is configured to communicate with... Figure 1A One or more other components shown send and / or receive data (e.g., instructions, commands, signals, values, etc.), and / or from... Figure 1A One or more other components shown send and / or receive data (e.g., instructions, commands, signals, values, etc.).

[0033] The illustrated ECU 110 includes a processor 112, a memory 114, and a transmission controller 116. The memory 114 stores various instructions (and parameters) that, when executed by the processor 112, control the operation of the engine associated with the ECU 110. The processor 112 can be implemented as a general-purpose processor, an application-specific integrated circuit (ASIC), one or more field-programmable gate arrays (FPGAs), a digital signal processor (DSP), a set of processing components, or other suitable electronic processing components. The memory 114 may include one or more tangible, non-transient volatile or non-volatile memories, such as NVRAM, RAM, ROM, flash memory, hard disk storage, etc. Furthermore, the memory 114 may include database components, object code components, script components, or any other type of information structure. The transmission controller 116 includes various circuits for assisting the shifting described herein, the structure of which will be referenced below. Figure 4 Detailed discussion follows. It should be understood that ECU 110 can further control other engine / vehicle activities beyond the scope of this disclosure.

[0034] During operation, the ECU 110 can receive data from sensors (not shown in the figure) distributed throughout the vehicle, receive instructions / performance parameters stored in memory 114, and output signals to control various components of the engine. The sensors can monitor various states and conditions related to vehicle operation, such as engine speed, engine torque, clutch position, gear position, accelerator position, transmission output shaft speed, emission status, vehicle speed, vehicle weight, road gradient, and contour. The ECU 110 can change the engine speed and / or torque by controlling the amount of air and / or fuel sent to one or more engine cylinders (or cylinders) for each engine cycle, ignition timing, variable valve timing, etc.

[0035] The manual transmission 120 is shown as including a shift starter 122, a neutral switch 124, a clutch switch 126, and an optional gear selector 128. For clarity, other components of the transmission 120 are omitted from this figure. Regarding mechanical components, the transmission 120 may include a transmission input shaft driven by the engine output shaft and a transmission output shaft driven by the transmission input shaft. A clutch may be arranged between the engine output shaft and the transmission input shaft for regulating torque transmission from the engine output shaft to the transmission input shaft. The clutch may be engaged or disengaged by the clutch switch 126 (e.g., a foot pedal or lever). The state of the clutch switch 126 informs the ECU 110 whether the clutch is engaged or disengaged via the foot pedal or lever. When the clutch is disengaged (e.g., the foot pedal is depressed), the clutch switch 126 is opened, thereby informing the ECU 110 that the transmission input shaft is disconnected from the engine output shaft. When the clutch is engaged (e.g., the foot pedal is released), the clutch switch 126 is opened, thereby informing the ECU 110 that the transmission input shaft is connected to the engine output shaft.

[0036] Torque transmission from the transmission input shaft to the transmission output shaft can be adjusted using different gears, which achieve different gear ratios (i.e., the ratio of transmission speed (equal to engine speed if the clutch is fully engaged) to transmission output shaft speed). The transmission 120 can shift gears by moving a shift initiator 122 (e.g., a gear lever). The shift initiator 122 can be positioned in one of several gear positions, including positions with various gear ratios and neutral. In neutral, no gears are engaged, and therefore no torque is transmitted to the transmission output shaft. When the shift initiator 122 is in neutral, the neutral position switch 124 is closed, disengaging the gears. When the shift initiator 122 is in a position other than neutral, the neutral position switch 124 is opened, engaging the gears.

[0037] In some embodiments, a gear selector 128 is implemented on a transmission 120 for a driver's request to change gears. Figure 2A A gear selector 202 according to a first example embodiment is shown. The gear selector 202 includes two buttons marked "+" and "-", which are arranged on the front surface of the shift initiator (i.e., the gear lever). When an upshift is needed, the driver can press the "+" button. When a downshift is needed, the driver can press the "-" button. It should be understood that the gear selector 202 can be implemented in various forms and disposed on various components of the transmission 120. For example, the gear selector 202 can be implemented as a rotary switch, slide switch, push-button switch, roller, mouse button, etc., on the front surface, upper surface, side, or both surfaces of the gear lever, on the steering wheel, etc.

[0038] Figure 2B A gear selector 204 according to a second example embodiment is shown. The gear selector 204 is disposed on the upper surface of the gearshift lever and includes a panel having multiple button areas arranged in a grid and marked with “1”, “2”, “3”, “4”, “5”, and “6”. The driver can press the button area with the desired number to request a shift to the desired gear. It should be understood that the gear selector 204 can be implemented in various forms and disposed on various components. For example, the panel may include button areas with any suitable numbers on the gearshift lever, steering wheel, etc., representing different gears.

[0039] Return to Figure 1A In this configuration, the operator interface 130 is shown to include a status indicator 132, a shift guidance indicator 134, and optionally a gear selector 128. The operator interface 130 enables the driver to interact with the ECU 110 (e.g., read information provided by the ECU 110 and / or send requests to the ECU 110). The operator interface 130 may include, but is not limited to, an instrument panel, a control panel, an interactive display (e.g., a touchscreen, etc.). The status indicator 132 may indicate whether the driver is ready to move the shift starter 122. For example, the status indicator 132 may indicate whether the engine torque is essentially zero, allowing the driver to move the shift starter to neutral. It may also indicate whether the engine speed has reached sync speed, allowing the driver to move the shift starter to the desired gear. The shift guidance indicator 134 may indicate the current gear, the desired gear, and / or the shift direction (e.g., upshift, downshift).

[0040] Figure 3AA first example embodiment of an operator interface 300 with a status indicator and a shift guidance indicator is shown. The status indicator is implemented as a light 302, the color of which can be changed to indicate the status. For example, during normal driving, the light 302 is gray. When the ECU 110 is in the process of preparing to shift gears, for example, when the ECU 100 is eliminating engine torque or synchronizing engine speed for shifting to neutral to shift to the desired gear, the light 302 is yellow. Thus, the yellow light indicates "in progress". When the driver is ready to shift gears, i.e., when the engine torque has been substantially eliminated or the engine speed has reached synchronization speed, the light 302 is green. Thus, the green light indicates "enabled". When a shift fails, for example, when the shift timing fails, the light 302 is red. The shift guidance indicator includes an arrow 304, a desired gear 306, and a current gear 308. In some embodiments, an upward arrow may be illuminated and / or flashed to indicate that the shift direction is upshifting. The down arrow can be illuminated and / or flashed to indicate the shift direction, which is downshifting.

[0041] Figure 3B A second example embodiment of an operator interface 300' with a status indicator and a shift guidance indicator is shown according to a second example embodiment. The operator interface 300' can be implemented on a display unit. The background color of the display screen can be changed to indicate the status. For example, a gray background indicates normal drive; a yellow background indicates the ECU is preparing for a shift (i.e., "in progress"); a green background indicates the shift is ready (i.e., "enabled"); and a red background indicates a failed shift. The shift guidance indicator includes an arrow 304, a desired gear 306, and a current gear 308. In some embodiments, an upward arrow can be illuminated and / or flashed to indicate that the shift direction is upshifting. A downward arrow can be illuminated and / or flashed to indicate that the shift direction is downshifting. In some embodiments, the operator interface 300' also includes an engine speed indicator 310 and a vehicle speed indicator 312.

[0042] When implemented on the operator interface 130, the gear selector 128 can be displayed together with the status indicator and the shift guide indicator. Figure 3C A first example embodiment of an operator interface 350 with a status indicator, a shift guide indicator, and a gear selector is shown. The status indicator and the shift guide indicator can be connected to... Figure 3A The same or similar ones shown. The gear selector 352 includes button areas 352 labeled "+" and "-". When upshifting is required, the driver can press the "+" button area. When downshifting is required, the driver can press the "-" button area.

[0043] Figure 3DA second example embodiment of an operator interface 350 with a status indicator, a shift guide indicator, and a gear selector is shown. The background color of the display can be changed to indicate the status of normal drive, in progress, enabled, and faulty, and these statuses can be correlated with... Figure 3B The same or similar as shown. An up or down arrow may be displayed in area 354 to indicate the direction of gear shifting (i.e., upshifting or downshifting). Button areas 356, marked "1", "2", "3", "4", "5", "6", "7", and "8", can be used to select the desired gear and display the current gear and the desired gear. For example, the driver can press the button area marked "6" to request a shift to gear "6". The button area corresponding to the current gear "5" may be displayed in bold. The button area corresponding to the desired gear "6" may flash. It should be understood that... Figures 3A to 3D This is an example of operator interface configuration, not a limitation. Any suitable configuration can be implemented on the operator interface.

[0044] Now refer to Figure 1B This diagram illustrates a shift assist system 100' for a manual transmission according to a second example embodiment. System 100' can be implemented in a vehicle with a manual transmission. The shift assist system 100' is shown as including an ECU 110', a manual transmission 120', and a user device 140 connected via a wireless network 104. Network 104 can facilitate communication between the ECU 110', the transmission 120', and the user device 140, and can be any suitable type of wireless network, such as Bluetooth, Wi-Fi, etc.

[0045] ECU 110' may include components identical or similar to those in ECU 110, such as processor 112, memory 114, and transmission controller 118. ECU 110' further includes a network interface 118 that allows ECU 110' to send and receive data to other devices via wireless network 104. In some embodiments, network interface 118 is a CAN bus-Bluetooth adapter. Transmission 120' may include components identical or similar to those in transmission 120, such as shift initiator 122, neutral gear switch 124, clutch switch 126, and optional gear selector 128. Transmission 120' further includes a network interface 129 that allows transmission 120' to send and receive data to other devices via wireless network 104. In some embodiments, network interface 129 is a CAN bus-Bluetooth adapter.

[0046] User equipment 140 is a mobile device, which may be, for example, a smartphone, portable media device, personal digital assistant (PDA), laptop computer, personal computer, etc. User equipment 140 can perform the same or similar functions as operator interface 130. User equipment 140 further includes a network interface 142 that allows user equipment 140 to send data to and receive data from other devices via wireless network 104. User equipment 140 also includes a user interface 144 that allows the driver to interact with user equipment 140. In some embodiments, user interface 144 may include a display and inputs. The display and inputs may be combined (e.g., as a touchscreen display device) or separate devices. Inputs may include any one of a speaker, keyboard, notification LED, microphone, biometric sensor (e.g., fingerprint scanner), button, switch, camera, or combinations thereof. User interface 144 may display elements the same or similar to operator interface 130, such as status indicator 132, shift guidance indicator 134, and optional gear selector 128. In addition to being displayed on a display (e.g., a touchscreen), status indicators, shift guide indicators, and gear selectors may also be displayed via speakers, either additionally or alternatively.

[0047] See Figure 4 This diagram illustrates a transmission controller 400 according to an example embodiment. The transmission controller 400 corresponds to... Figure 1A and Figure 1B The transmission controller 116. The transmission controller 400 includes various circuits 402 to 420 for performing the activities described herein. In one embodiment, the circuitry of the transmission controller 400 may utilize the processor 112 and / or memory 114 to perform, execute, or otherwise implement the various actions described herein with respect to each particular circuit. In this embodiment, the processor 112 and / or memory 114 may be considered as shared components across each circuit. In another embodiment, the circuit (or at least one circuit) may include its own dedicated processing circuitry having a processor and memory devices. In a later embodiment, the circuitry may be configured as an integrated circuit or other integrated processing component. In yet another embodiment, the activities and functions of the circuitry may be embodied in memory 114, or combined in multiple circuits, or as a single circuit. Regarding this, although in Figure 4 Various modules with specific functions are shown, but it should be understood that the controller 400 may include any number of circuits for performing the functions and activities described herein. For example, the activities of multiple circuits may be combined into a single circuit, or as additional circuits (one or more) with additional functions, etc.

[0048] Some operations of the transmission controller 400 described herein include interpreting and / or determining one or more parameters. As used herein, interpreting or determining includes receiving values ​​by any method known in the art (including at least receiving values ​​from data link or network communications, receiving electronic signals indicating values ​​(e.g., voltage, frequency, current, or PWM signals), receiving computer-generated parameters indicating values), reading values ​​from a storage location on a non-transitory computer-readable storage medium, by any means known in the art, and / or by receiving values ​​of parameters that can be calculated and interpreted, and / or by receiving values ​​as runtime parameters by referring to default values ​​interpreted as parameter values.

[0049] The transmission controller 400 includes a gear shift request receiving circuit 402, a torque changing circuit 404, an indication display circuit 406, a gear position detection circuit 408, an engine speed synchronization circuit 410, and optionally an optimal gear determination circuit 420. Through these circuits, the transmission controller 400 is configured to assist in shifting gears in a manual transmission.

[0050] Gear shift request receiving circuit 402 is configured to receive a gear shift request from, for example, a gear selector 128. The gear can be changed (i.e., upshift or downshift) to match the engine power to the vehicle's road speed. When the driver wants to shift gears, the driver can operate the gear selector 128 to issue a request. The gear selector 128 includes... Figure 2A or Figure 3C In some embodiments of the shown "+" and "-" buttons / switches / wheels, the driver can press the "+" button to request an upshift or press the "-" button to request a downshift. If the driver wants to shift two gears (i.e., skip gears), the driver presses the button twice. If the driver wants to shift three gears, the driver should press the button three times, and so on. The gear selector 128 includes, for example... Figure 2B or Figure 3D In some embodiments of the button area panel shown, the driver can press the button area corresponding to the desired gear. In both cases, the shift guide indicator 134 can display the desired gear, the current gear number, and the shift direction, such as... Figure 3A , 3B As shown in 3C or 3D. The status indicator 132 can indicate that a gear shift is in progress and the drive needs to wait. For example, the status light or display background may change color to indicate "in progress".

[0051] In response to a gear shift request received by gear shift request receiving circuit 402, torque changing circuit 404 can reduce engine torque to essentially zero. The ECU can control the engine output torque on the engine output shaft by controlling various engine parameters (e.g., fuel level, ignition timing, etc.). When engine torque is reduced to essentially zero, the driver can place shift starter 122 in neutral without using the clutch.

[0052] In response to the torque changing circuit 404 eliminating engine torque to essentially zero, the indication presentation circuit 406 indicates that the shift starter 122 is ready to be moved to neutral. For example, the indication presentation circuit 406 can cause the status indicator 132 (e.g., light, display background) to change color to indicate "enabled".

[0053] Gear position detection circuit 408 is configured to detect whether the driver has shifted the gear shift initiator 122 to neutral. In some embodiments, gear position detection circuit 408 uses the state of neutral gear position switch 124 to detect gear position. If neutral gear position switch 124 is open, gear position detection circuit 408 determines that the gear is not in neutral. If neutral gear position switch 124 is closed, gear position detection circuit 408 determines that the gear is in neutral.

[0054] In response to the gear position detection circuit 408 determining that the gear has been moved to neutral, the engine speed synchronization circuit 410 matches the engine speed to the desired gear, and the indication circuit 406 indicates that synchronization is in progress. The engine speed circuit 410 can adjust the engine speed to achieve a synchronized engine speed, which can be the transmission output shaft speed multiplied by the gear ratio corresponding to the desired gear. If the gear is upshifted, the engine speed synchronization circuit 410 can reduce the engine speed to achieve synchronization, because a lower engine speed is required at a higher gear to achieve the same transmission output shaft speed. If the gear is downshifted, the engine speed synchronization circuit 410 can increase the engine speed to achieve synchronization, because a higher engine speed is required at a lower gear to achieve the same transmission output shaft speed. The synchronization circuit 410 can control the engine output speed by controlling various engine parameters (e.g., fuel level, ignition timing, etc.). In some embodiments, the synchronization circuit 410 continuously calculates and controls the engine speed using the desired gear and the gear ratio of the real-time transmission output shaft speed. During synchronization, the indicator presentation circuit 406 can cause the status indicator 132 (e.g., light, display background) to change color to indicate "in progress". When the engine speed reaches the synchronization speed, the driver can engage a new gear without using the clutch.

[0055] In response to the engine speed synchronization circuit 410 having synchronized the engine speed, the indication presentation circuit 406 indicates that it is ready to move the shift initiator 122 to the desired gear position. For example, the indication presentation circuit 406 can cause the status indicator 132 (e.g., light, display background) to change color to indicate "enabled".

[0056] Gear position detection circuit 408 is configured to detect whether the driver has moved the shift initiator 122 to the desired gear. In response to gear position detection circuit 408 detecting that the gear has been shifted to the desired position, torque changing circuit 404 can restore engine torque from essentially zero. The ECU can control the engine output torque on the engine output shaft by controlling various engine parameters (such as fuel level, ignition timing, etc.). After restoring engine torque, control of the vehicle can be returned to the driver. In some embodiments, the driver can interrupt the assisted shifting process. For example, at any stage of assistance, if the driver disengages clutch switch 126 by, for example, depressing the clutch pedal, control returns to the driver.

[0057] In some embodiments, the transmission controller 400 includes an optimal gear determination circuit 420 configured to determine the optimal gear for the transmission. In some embodiments, the optimal gear is determined based on at least some of a plurality of factors, including engine performance, braking power, fuel profile, emissions, powertrain configuration, vehicle weight, road profile, and traffic conditions. The process for determining the optimal gear will refer to Figure 6 This will be discussed in more detail. If the current gear position differs from the optimal gear position determined by the optimal gear position determination circuit 420 within a given time period (e.g., 1 minute), the indication presentation circuit 406 can recommend the optimal gear position to the driver. For example, a shift guide arrow (e.g., Figure 3A , Figure 3B or Figure 3C 304 or Figure 3D 354 in the text) can flash and / or correspond to the button area of ​​the optimal gear (e.g., Figure 3A , Figure 3B or Figure 3C 306 or Figure 3D The ECU (356) can illuminate for a few seconds (e.g., 5 seconds). If the driver then requests a gear shift, circuits 402 to 410 can assist with the shift as described above. If the driver does not request a gear shift within a certain period (e.g., 3 minutes), the ECU may limit engine torque and / or engine speed to force the driver to shift. In some embodiments, the optimal gear determination circuit 420 continuously calculates the optimal gear, taking into account various factors such as engine performance, braking power, fuel map, emissions logic, powertrain configuration, vehicle weight, road profile / map, and traffic conditions.

[0058] Now refer to Figure 5A This table illustrates a logic diagram for shifting from 3 to 4 according to an example embodiment. Before shifting, the driver is driving a vehicle in gear 3. The gear is not in neutral (e.g., the neutral switch is on). The engine speed and torque correspond to gear 3. The driver initiates the shifting process by requesting to shift to gear 4 via the gear selector (e.g., pressing the "+" button or the "4" button area). Although the current gear is still 3, the desired gear is 4. The status indicator shows "In Progress" (e.g., yellow). The ECU begins to eliminate engine torque. When the engine torque reaches essentially zero, the synchronization indicator shows "Enabled" (e.g., green). The driver moves the shift initiator (e.g., the gear lever) to neutral. In neutral, the ECU begins to synchronize the engine speed to match the gear ratio corresponding to gear 4 and the current transmission output speed. Since the gear ratio corresponding to gear 4 is less than the gear ratio corresponding to gear 3, the ECU reduces the engine speed. The synchronization indicator shows "In Progress". When the engine speed reaches synchronization speed, the synchronization indicator light will display "Activated". The driver shifts the gear selector to the desired gear 4. In gear 4, the ECU begins to restore engine torque. The synchronization indicator light indicates "In Progress". Once torque is restored, control returns to the driver.

[0059] Reference Figure 5B This table illustrates a logic diagram for downshifting from 4 to 3 during coasting, according to an example embodiment. Before the shift, the driver is driving a vehicle in gear 4. The gear is not in neutral (e.g., the neutral switch is on). The engine speed and torque correspond to gear 4. The driver initiates the shift process by requesting a downshift to gear 3 via the gear selector (e.g., pressing the "-" button or the "3" button area). Although the current gear is still 4, the desired gear is 3. The sync indicator shows "In Progress" (e.g., yellow). The ECU begins to eliminate engine torque. (Engine torque may be negative while the vehicle is coasting.) When the engine torque reaches essentially zero, the sync indicator shows "Enabled" (e.g., green). The driver moves the shift initiator (e.g., the gear lever) to neutral. In neutral, the ECU begins to synchronize the engine speed to match the gear ratio corresponding to gear 3 and the current transmission output speed. Since the gear ratio corresponding to gear 3 is greater than the gear ratio corresponding to gear 4, the ECU increases the engine speed. The synchronization indicator light shows "In Progress". When the engine speed reaches the synchronization speed, the synchronization indicator light will display "Activated". The driver shifts the gear selector to the desired gear 3. In gear 3, the ECU begins to restore engine torque (e.g., back to negative). The synchronization indicator light shows "In Progress". Once torque is restored, control returns to the driver.

[0060] Reference Figure 5CThis table illustrates a logic diagram for downshifting from gear 5 to 3 according to an example embodiment. Downshifting may be necessary when a vehicle is going uphill at full throttle but the engine cannot provide sufficient power. Before shifting, the driver is driving the vehicle in gear 5. The gear is not in neutral (e.g., the neutral switch is on). The engine speed and torque correspond to gear 5. The driver initiates the shift process by requesting a downshift to gear 3 via the gear selector (e.g., pressing the "-" button twice or pressing the "3" button area). Although the current gear is still 5, the desired gear is 3. The sync light indicates "in progress" (e.g., yellow). The ECU begins to eliminate engine torque. When the engine torque reaches essentially zero, the sync light indicates "enabled" (e.g., green). The driver moves the shift initiator (e.g., the gear lever) to neutral. In neutral, the ECU begins to synchronize the engine speed to match the gear ratio corresponding to gear 3 and the current transmission output speed. Because the gear ratio corresponding to gear 3 is greater than that corresponding to gear 5, the ECU increases the engine speed. The sync indicator shows "In Progress". When the engine speed reaches the sync speed, the sync indicator will display "Activated". The driver shifts the gear selector to the desired gear 3. In gear 3, the ECU begins to restore engine torque. The sync indicator shows "In Progress". Once torque is restored, control returns to the driver.

[0061] As referenced above Figure 4 The transmission controller 400 discussed includes an optimal gear determination circuit 420 configured to determine the optimal gear for the transmission based on at least some of a plurality of factors, including engine performance, braking force, fuel profile, emissions, powertrain configuration, vehicle weight, road profile, and traffic conditions. In some embodiments, the decision is made to achieve optimal fuel economy. Figure 6 The example embodiment illustrates various operating regions corresponding to different combinations of engine speed and engine torque. The area below curve 602 represents the region achievable by the combination of engine speed and torque. If the combination of engine speed and engine torque falls into the "performance region," it indicates strong vehicle acceleration. When the engine speed is stable, the combination of engine speed and engine torque may fall into the "economy region," "downshift region," or "upshift region." In the "economy region," fuel is used efficiently. In the "downshift region," engine power performance is not ideal and can be improved by downshifting. In the "upshift region," fuel economy is not ideal and can be improved by upshifting.

[0062] If the engine operates in the "downshift" or "upshift" zone for a predetermined period of time (e.g., 1 minute), the ECU may urge the driver to shift gears, for example, by flashing the shift arrow and / or the desired gear number. If the engine operates in the "downshift" or "upshift" zone for an extended period (e.g., 3 minutes), the ECU may gradually reduce the amount of throttle applied to limit engine speed and / or torque, thus forcing the driver to shift gears. Consider a downhill scenario. When the vehicle is going downhill and engine braking is engaged, the ECU calculates the optimal gear based on engine braking performance, vehicle speed and rate of change (i.e., acceleration or deceleration), vehicle weight, and road gradient to achieve a safe and nearly constant vehicle speed. The calculated optimal gear may differ from the current gear by one gear or more. The ECU may flash the shift arrow or the desired gear number to prompt the driver to use the engine brakes correctly. If the vehicle speed continues to increase and the engine speed is below the rated speed, the optimal gear is lower than the current gear, and the driver can downshift to increase engine speed, thereby increasing engine braking power. If the vehicle speed decreases continuously and the engine speed approaches the rated speed (indicating excessive engine braking power), the optimal gear is higher than the current gear. The driver can upshift to reduce engine speed, thereby reducing engine braking power. If the engine speed is higher than the rated speed, the ECM may prompt the driver to shift to a gear one or two gears higher than the current gear to reduce engine speed and prevent the risk of engine speeding.

[0063] The methods and systems disclosed in this paper have been tested on vehicles. Figures 7A to 7D The test results are shown. Figure 7A The results of a road test show the shift from 3 to 4 gears with the assistance of the ECU. Figure 7B The results of road tests show the results of continuous upshifts from 1 to 5. Figure 7C The results of road tests show the results of continuous downshifting from 5 to 1 during vehicle coasting. Figure 7D The graph shows the road test results from 1 to 3, 3 to 5, and then back from 5 to 3. Each graph displays curves representing actual engine speed, reference engine speed, engine torque, vehicle speed, and gear. It can be seen that, with the help of the ECM, near-zero torque was achieved, and the actual engine speed was quickly adjusted to match the reference engine speed.

[0064] For reference Figure 8 The diagram shows a flowchart of a method 800 for assisting gear shifting of a manual transmission according to an embodiment. Method 800 can be performed by... Figure 1A and 1B The transmission controller 116 and its implementation on the ECU Figure 4 The speed controller 400 is executed.

[0065] During operation, a shift request is received from, for example, a gear selector (e.g., gear selector 128). The gear can be changed (i.e., upshifted or downshifted) to match the engine power to the vehicle's road speed. When the driver wants to shift gears, the driver can operate gear selector 128 to issue a request. The gear selector includes... Figure 2A or Figure 3C In some embodiments of the shown "+" and "-" buttons / switches / wheels, the driver can press the "+" button to upshift or the "-" button to downshift. If the driver wants to shift to two gears, the driver should press the button twice. If the driver wants to shift to three gears, the driver should press the button three times, and so on. In gear selectors including... Figure 2B or Figure 3D In some embodiments of the button area panel shown, the driver can press the desired gear number.

[0066] In operation 804, engine torque is reduced to essentially zero. In response to the shift request received at operation 802, the ECU can reduce engine torque to essentially zero. The ECU can control the engine output torque on the engine output shaft by controlling various engine parameters (e.g., fuel level, ignition timing, etc.). When engine torque is reduced to essentially zero, the driver can place the shift starter in neutral without using the clutch.

[0067] In operation 806, the ECU indicates that it is ready to move the gear to neutral. In response to the engine torque being essentially eliminated to zero, the ECU prompts the driver to shift the gear to neutral. For example, the ECU can cause a shift guidance indicator (e.g., a light, display background) to change color to indicate "enabled".

[0068] During operation 808, the ECU determines whether the gear has been moved to neutral. In some embodiments, the ECU uses the state of the neutral position switch to detect the gear. If the neutral position switch is open, the ECU determines that the gear is not in neutral. If the neutral position switch is closed, the ECU determines that the gear is in neutral.

[0069] In response to the gear not being shifted to neutral as determined at operation 808, the ECU determines at operation 810 whether the shift time has expired. For example, if the gear is not shifted to neutral within one minute, the ECU determines that the time has expired. In response to the time not being expired as determined at operation 810, the ECU continues to check whether the gear has been shifted to neutral. In response to the time being determined to have expired at operation 810, the shift assistance process ends at operation 812. Specifically, the ECU may retain the shift assistance function, return engine control to the driver, and respond appropriately to the accelerator pedal and clutch. In some embodiments, the ECU may indicate that the shift has failed and wait for the next shift assistance request.

[0070] In response to the gear position determined at operation 808 having been moved to neutral, the ECU adjusts the engine speed at operation 820 to match the gear ratio and transmission output speed corresponding to the desired position. In other words, the engine speed is adjusted to achieve synchronization, which can be the transmission output shaft speed multiplied by the gear ratio corresponding to the desired gear. If the gear is upshifted, the ECU can reduce the engine speed to achieve synchronization, as a lower engine speed is required at a higher gear to achieve the same transmission output shaft speed. If the gear is downshifted, the ECU can increase the engine speed to achieve synchronization, as a higher engine speed is required at a lower gear to achieve the same transmission output shaft speed. The ECU can control the engine output speed by controlling various engine parameters, such as fuel level, ignition timing, etc. In some embodiments, the ECU continuously calculates and controls the engine speed using the gear ratio of the desired gear and the real-time transmission output shaft speed. When the engine speed reaches synchronization, the driver can engage the new gear without using the clutch.

[0071] In operation 822, the ECU indicates that it is ready to move the gear to the desired gear. In response to the engine speed reaching synchronization speed, the ECU prompts the driver to move the gear to the desired position. For example, the ECU can cause the shift guidance indicator (e.g., light, display background) to change color to indicate "enabled".

[0072] In operation 824, the ECU determines whether the gear has been moved to the desired gear. In response to determining at operation 824 that the gear has not yet been moved to neutral, the ECU determines in operation 826 whether the shift time has expired. For example, if the gear has not been moved to the desired gear within one minute, the ECU determines that the time has expired. In response to determining at operation 826 that the time has not expired, the ECU continues to check whether the gear has been moved to neutral. In response to determining that the time has expired in operation 826, the shift assistance process ends in operation 828. Specifically, the ECU may retain the shift assistance function, return engine control to the driver, and respond appropriately to the accelerator pedal and clutch. In some embodiments, the ECU may indicate that the shift has failed and wait for the next shift assistance request.

[0073] In response to the gear being shifted to the desired position as determined at operation 824, the ECU restores engine torque from near zero in operation 830. The ECU can control the engine output torque on the engine output shaft by controlling various engine parameters (such as fuel injection, ignition timing, etc.). When operation 830 is completed, the assistance process ends and vehicle control is returned to the driver.

[0074] It should be understood that elements claimed herein should not be interpreted in accordance with the provisions of 35 U.S.SC §112(f) unless the element is explicitly stated using the phrase “for….” The schematic flowcharts and method diagrams described above are generally presented as logic flowcharts. Thus, the depicted sequence and labeled steps indicate representative embodiments. Other steps, sequences, and methods may be contemplated as functionally, logically, or effectively equivalent to one or more steps or portions thereof of the methods shown in the schematic diagrams. Furthermore, references to “one embodiment,” “exemplary embodiment,” or similar language throughout the specification mean that a particular feature, structure, or characteristic described in connection with that embodiment is included in at least one embodiment of the invention. Therefore, the phrases “in one embodiment,” “in an exemplary embodiment,” and similar language appearing throughout the specification may, but are not necessarily, all refer to the same embodiment.

[0075] Furthermore, the provided format and symbols are used to interpret the logical steps of the diagrams and are not intended to limit the scope of the methods shown. Although various arrow types and line styles may be used in the diagrams, this should be understood as not limiting the scope of the corresponding methods. In fact, some arrows or other connectors may be used solely to indicate the logical flow of the methods. For example, arrows may indicate wait or monitoring periods of unspecified duration between enumeration steps of the illustrated method. Additionally, the order in which a particular method occurs may or may not strictly adhere to the order of the corresponding steps shown. It will also be noted that each box in the block diagram and / or flowchart, as well as combinations of boxes in the block diagram and / or flowchart, may be implemented by a dedicated hardware-based system performing the specified function or action, or a combination of dedicated hardware and program code.

[0076] Many of the functional units described in this specification have been labeled as circuits to give greater emphasis to their implementation independence. For example, circuits can be implemented as hardware circuits comprising custom VLSI circuitry or gate arrays, such as logic chips, transistors, or other discrete components in off-the-shelf semiconductors. Circuits can also be implemented in programmable hardware devices such as field-programmable gate arrays, programmable array logic, programmable logic devices, etc.

[0077] As mentioned above, the circuit can also be implemented in a machine-readable medium for use with various types of processors (such as...). Figure 1A and 1BThe controller executes the executable code. The identifying circuitry may include, for example, one or more physical or logical computer instruction blocks, which may be organized, for example, as objects, processes, or functions. Nevertheless, the executable files identifying the circuitry do not need to be physically located together, but may include different instructions stored in different locations that, when logically connected, constitute the circuit and achieve the stated purpose of the circuit. In practice, computer-readable program code circuitry can be a single instruction or multiple instructions, and can even be distributed across several different code segments, different programs, and several memory devices. Similarly, runtime data can be identified and described within the circuitry herein, and can be embodied in any suitable form and organized within any appropriate type of data structure. Runtime data can be collected as a single dataset, or it can be distributed across different locations (including different storage devices), and can exist (at least partially) solely as electronic signals on the system or network.

[0078] A computer-readable medium (also referred to herein as a machine-readable medium or machine-readable content) can be a tangible computer-readable storage medium that stores computer-readable program code. A computer-readable storage medium can be, for example, but not limited to, electronic, magnetic, optical, electromagnetic, infrared, holographic, micromechanical, or semiconductor systems, apparatuses, or devices, or any suitable combination thereof. As mentioned above, examples of computer-readable storage media can include, but are not limited to, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), portable optical disc read-only memory (CD-ROM), digital versatile optical disc (DVD), optical storage devices, magnetic storage devices, holographic storage media, micromechanical storage devices, or any suitable combination thereof. In the context of this document, a computer-readable storage medium can be any tangible medium that can contain and / or store computer-readable program code for use and / or in conjunction with an instruction execution system, apparatus, or device.

[0079] Computer-readable program code for performing operations of various aspects of the present invention may be written in any combination of one or more programming languages, including object-oriented programming languages ​​such as Java, Smalltalk, C++, etc., and conventional procedural programming languages ​​such as the "C" programming language or similar programming languages.

[0080] Program code may also be stored in a computer-readable medium that can instruct a computer, other programmable data processing device or other device to operate in a particular manner, such that the instructions stored in the computer-readable medium produce instructions including those that implement the functions / actions specified in one or more boxes of the schematic flowchart and / or schematic block diagram.

[0081] Therefore, this disclosure may be embodied in other specific forms without departing from its spirit or essential characteristics. The described embodiments are to be considered illustrative in all respects only and not restrictive. Therefore, the scope of this disclosure is indicated by the appended claims rather than by the foregoing description. All variations within the meaning and scope of equivalents of the claims are to be included within their scope.

Claims

1. A device for assisting in shifting gears in a vehicle's manual transmission, characterized in that, The device includes: A gear shift request receiving circuit is configured to receive a gear shift request from a gear selector, wherein the gear shift request requests to shift the gear to a desired position, the desired position being based on at least one factor. A torque changing circuit configured to change engine torque; An indicator presentation circuit is configured to present an indication of whether a gear position is ready to move; Gear position detection circuit, the gear position detection circuit being configured to determine whether a gear has been moved in response to the indication; and An engine speed synchronization circuit is configured to continuously adjust the engine speed to match the gear ratio and real-time transmission output speed corresponding to a desired position. The engine speed synchronization circuit is configured to initiate the adjustment of the engine speed after the gear is moved to neutral.

2. The apparatus according to claim 1, characterized in that, The torque changing circuit is configured as follows: In response to the received gear shift request, the engine torque is reduced to essentially zero; and In response to the gear shift to the desired position, the engine torque is restored.

3. The apparatus according to claim 2, characterized in that, The indicator presentation circuit is configured as follows: In response to the engine torque being essentially zero, the gear is indicated as ready to be moved to the neutral position; and In response to the engine speed matching the gear ratio corresponding to the desired position and the real-time transmission output speed, the gear is indicated as ready to be moved to the desired position.

4. The apparatus according to claim 3, characterized in that, In the gear position detection circuit, it is configured as follows: In response to an indication that the gear position is ready to be moved to the neutral position, determine whether the gear position has already been moved to the neutral position; and In response to an indication that the gear is ready to be moved to the desired position, determine whether the gear has been moved to the desired position.

5. The apparatus according to claim 1, characterized in that, The system includes an optimal gear determination circuit configured to determine the desired position based on at least some of a plurality of factors, wherein the indication presentation circuit is further configured to indicate the desired position to the driver in response to the desired position being different from the current position of the gear.

6. The apparatus according to claim 5, characterized in that, The factors include at least one of the following: engine performance, braking power, fuel profile, emissions, powertrain configuration, vehicle weight, road profile, and traffic conditions.

7. A method for shifting a manual transmission in an auxiliary vehicle, characterized in that, The method includes: Receive a gear shift request from a shift selector, wherein the gear shift request requests that the transmission settings be switched to a desired position, the desired position being based on at least one factor; In response to the desired position differing from the current position set by the transmission Change engine torque; Presents an instruction regarding switching the transmission settings; In response to the instruction, determine whether the transmission setting has been moved; and After the transmission setting has been moved to neutral, the engine speed is continuously adjusted to match the gear ratio corresponding to the desired position and the real-time transmission output speed.

8. The method according to claim 7, characterized in that, Changing the engine torque includes eliminating the engine torque to substantially zero in response to receiving the gear shift request, and the method further includes: The engine torque is restored in response to the transmission setting being switched to the desired position.

9. The method according to claim 8, characterized in that, Also includes: In response to the engine torque being essentially zero, the transmission is instructed to prepare to move to neutral. and In response to the engine speed matching or near-matching corresponding to the gear ratio and the real-time transmission output speed at the desired position, the transmission is instructed to be ready and move to the desired position.

10. The method according to claim 9, characterized in that, Also includes: In response to an indication that the transmission setting is ready to move to the neutral position, determine whether the transmission setting has already moved to the neutral position; and In response to an indication that the transmission setting is ready to be switched to the desired position, determine whether the transmission setting has already been switched to the desired position.

11. The method according to claim 7, characterized in that, In response to the desired position being different from the current position set by the transmission, the indication of the desired position is presented.

12. The method according to claim 11, characterized in that, The desired location is based on at least two of a plurality of factors, including current braking power, current emissions, powertrain configuration, current vehicle weight, and current road profile.

13. A system for assisting in shifting gears in a manual transmission of a vehicle, characterized in that, The system includes: A controller, comprising at least one processor coupled to at least one memory storing executable instructions, wherein when the executable instructions are executed by the at least one processor, the executable instructions cause the at least one processor to: Receive a gear shift request from a gear selector, wherein the gear shift request requests that the transmission gear be switched to a desired position, the desired position being based on at least one factor; In response to a difference between the desired position and the current position set by the transmission, the desired position is recommended to the driver; Change engine torque; Presents an indication of whether the transmission gear is ready to be moved; In response to the instruction, determine whether the transmission gear has been moved; and After the transmission gear has been moved to neutral, the engine speed is continuously adjusted to correspond to the gear ratio and real-time transmission output speed corresponding to the desired position.

14. The system according to claim 13, characterized in that, When the executable instructions are executed by the at least one processor, the executable instructions further cause the at least one processor to: In response to receiving the gear shift request, the engine torque is reduced to essentially zero; and The engine torque is restored in response to the transmission gear being switched to the desired position.

15. The system according to claim 14, characterized in that, When the executable instructions are executed by the at least one processor, the executable instructions further cause the at least one processor to: In response to the engine torque being essentially zero, the transmission gear is indicated to be ready to shift to the neutral position; and The transmission gear is indicated to be ready to move to the desired position in response to the engine speed corresponding to the gear ratio corresponding to the desired position and the real-time transmission output speed.

16. The system according to claim 15, characterized in that, When the executable instructions are executed by the at least one processor, the executable instructions further cause the at least one processor to: In response to an indication that the transmission gear is ready to be moved to the neutral position, determine whether the transmission gear has already been moved to the neutral position; and In response to an indication that the transmission gear is ready to be moved to the desired position, determine whether the transmission gear has been moved to the desired position.

17. The system according to claim 13, characterized in that, When the executable instructions are executed by the at least one processor, the executable instructions further cause the at least one processor to: The desired location is determined based on at least two of a plurality of factors; and The indication of the desired position is presented in response to the desired position being different from the current position of the transmission gear, and the plurality of factors include at least one of the following: current braking power, current emissions value, powertrain configuration, current vehicle weight, and current road profile.

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