A manual transmission gear position calculation and display control device and method

Abstract

This invention provides a manual transmission gear position calculation and display control device and method. The device includes an instrument control module, an engine ECU, an engine speed sensor, a clutch sensor, a transmission output shaft speed sensor, a neutral sensor, a reverse gear sensor, and an instrument display module. Through a hybrid control strategy of "hard-sensor identification of reverse / neutral + speed ratio calculation matching of forward gears," it eliminates the need to modify the mechanical structure of the manual transmission. Signal transmission is achieved using the existing vehicle CAN communication bus. The instrument control module determines the clutch status based on sensor signals, calculates the speed ratio between the transmission input and output shafts, matches the forward gears (1-6) by looking up a table from a pre-stored speed ratio database, and controls the instrument display module to display the R / N / D1-D6 gear positions in real time. This invention features low hardware cost, strong compatibility, retains the core advantages of the original manual transmission, improves driving information transparency, lowers the driving threshold for new users, and has significant economic and practical advantages.

Description

Technical Field

[0001] This invention relates to the field of automotive transmission control technology, specifically to a manual transmission gear position calculation and display control device and method. Background Technology

[0002] With the rapid development of automotive technology in my country, automatic transmissions have become increasingly automated and electrified, gradually taking a dominant position in the market. However, manual transmissions still have significant advantages in terms of reliability, maintainability, economy, versatility, and durability, and are favored by some users. However, existing manual transmissions have a low level of electrification and lack the same gear position display function as automatic transmissions. This makes it difficult for drivers to intuitively obtain the current gear information, which is especially problematic for new users, increasing the risk of misoperation and affecting driving experience and safety. Adding gear position display functionality to existing control devices and sensors without altering the mechanical structure or affecting the original performance of the manual transmission would effectively enhance its competitiveness and allow it to better adapt to the trend of automotive electrification.

[0003] Currently, there is no economical, reliable, and adaptable manual transmission gear position calculation and display control scheme in the relevant technologies. Therefore, it is urgent to develop a technical solution that can overcome the above-mentioned deficiencies. Summary of the Invention

[0004] The purpose of this invention is to provide a manual transmission gear position calculation and display control device and method to solve the problems of existing manual transmissions lacking visual gear position display and insufficient electrification, and to achieve a gear position display function that is "unalterable in mechanical structure, low-cost, and highly reliable".

[0005] This invention provides a manual transmission gear position calculation and display control device, comprising: The instrument control module (3) is a core computing unit. It has a built-in database of gear ratios of the target gearbox from 1 to 6, clutch status judgment logic and signal priority processing logic. It is used to receive sensor signals, calculate gear ratios, match gears and send display commands. Engine ECU (4), which is used to forward the speed data collected by engine speed sensor (5); An engine speed sensor (5) is used to detect the engine output shaft speed, which is equivalent to the gearbox input shaft speed. Clutch sensor (6), the clutch sensor (6) is used to detect the clutch engagement / disengagement state and output the corresponding state signal to the instrument control module (3). The gearbox output shaft speed sensor (7) is used to detect the gearbox output shaft speed and output the speed signal to the instrument control module (3). Neutral sensor (8), the neutral sensor (8) is used to detect the neutral state of the gearbox and output a neutral signal to the instrument control module (3); Reverse gear sensor (9), the reverse gear sensor (9) is used to detect the reverse gear status of the gearbox and output the reverse gear signal to the instrument control module (3); Instrument display module (10), the instrument display module (10) is used to receive CAN communication commands from instrument control module (3) and visually display gear information (R / N / D1-D6). The instrument control module (3) is connected to the engine ECU (4) and the instrument display module (10) via CAN communication. The engine speed sensor (5) is electrically connected to the engine ECU (4). The clutch sensor (6), neutral sensor (8), reverse sensor (9), and gearbox output shaft speed sensor (7) are directly electrically connected to the instrument control module (3).

[0006] Furthermore, the signal priority processing logic of the instrument control module (3) is as follows: the output signals of the reverse gear sensor (9) and neutral gear sensor (8) are of the first priority, the output signal of the clutch sensor (6) is of the second priority, the signal of the engine speed sensor (5) forwarded by the engine ECU (4) is of the third priority, and the output signal of the gearbox output shaft speed sensor (7) is of the fourth priority.

[0007] This invention also provides a method for calculating and displaying the gear position of a manual transmission, characterized by comprising the following steps: S1: When the engine is not started, the gearbox is in neutral. The neutral sensor (8) sends a neutral signal to the instrument control module (3). The instrument control module (3) determines that the engine speed is 0 and does not start the gear detection process. It instructs the instrument display module (10) to display "N" through CAN communication. If reverse gear is engaged at this time, the reverse sensor (9) sends a reverse signal. The instrument control module (3) directly instructs the instrument display module (10) to display "R" and still does not start the gear detection process. S2: After the engine starts, the instrument control module (3) enters the gear detection process and receives signals from each sensor in real time; S3: When the driver depresses the clutch, the clutch sensor (6) sends a "disengagement signal", and the instrument control module (3) records it as a "gear shifting window period". S4: The driver engages the target forward gear and releases the clutch. The clutch sensor (6) sends an "engagement signal". The instrument control module (3) confirms that the current engine speed = the gearbox input shaft speed. S5: The instrument control module (3) collects the output shaft speed of the gearbox output shaft speed sensor (7) and obtains the engine speed (equivalent gearbox input shaft speed) forwarded by the engine ECU (4) through CAN communication. S6: Instrument control module (3) calculates the current speed ratio = gearbox output shaft speed ÷ gearbox input shaft speed; S7: The instrument control module (3) compares the calculated speed ratio with the built-in 1-6 gear speed ratio database. If they match, the corresponding forward gear is determined. S8: The instrument control module (3) sends a CAN communication command to the instrument display module (10) to display the corresponding gear "D1-D6"; S9: If the driver depresses the clutch again to switch to forward gear, repeat steps S3-S8, and the instrument display module (10) updates the gear in real time; if reverse gear or neutral gear is engaged, the first priority signal is triggered, and the instrument display module (10) displays "R" or "N" accordingly, thus blocking the speed ratio calculation process.

[0008] Furthermore, the speed ratio database built into the instrument control module (3) can be updated via software to adapt to different models and different numbers of manual transmissions.

[0009] Furthermore, the clutch sensor (6) is a contact or non-contact sensor used to detect the travel state of the clutch pedal in real time, thereby determining whether the clutch is engaged or disengaged.

[0010] By employing the above-described technology, the present invention has the following beneficial effects: 1. No need to modify the mechanical structure of the manual transmission, fully retaining its core advantages such as reliability, maintainability, and economy, and strong compatibility; 2. The hardware uses standard automotive parts or low-cost sensors, requiring only the addition of neutral and reverse gear sensors (or reuse of existing sensors), resulting in low hardware costs and suitability for mass production needs; 3. It adopts a hybrid strategy of "hard sensing to identify N / R gears + soft calculation to match forward gears", combined with signal priority processing, so that gear identification is accurate and response is fast; 4. Achieve visual display of reverse gear, neutral gear, and 1st to 6th gear forward gears, complete the electrification function of manual transmission, improve the transparency of driving information, reduce the risk of misoperation, and optimize the driving experience; 5. The speed ratio database built into the instrument control module can be updated via software to adapt to different models and numbers of manual transmissions, making it highly versatile. Attached Figure Description

[0011] Figure 1 This is a schematic diagram of the manual transmission gear position display system of the present invention.

[0012] Legend: 1. Driver; 2. Driver turns key to start; 3. Instrument control module; 4. Engine ECU; 5. Engine speed sensor; 6. Clutch sensor; 7. Transmission speed sensor; 8. Transmission neutral sensor; 9. Transmission reverse sensor; 10. Instrument display module. Detailed Implementation

[0013] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. 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.

[0014] Example: Reference Figure 1 This invention provides a manual transmission gear position calculation and display control device and method, aiming to solve the problems of insufficient electrification and lack of gear position visualization display function in existing manual transmissions, resulting in drivers being unable to intuitively obtain gear position information and a high learning curve for new users. To clearly illustrate the overall architecture and signal transmission path of the device, it is divided into a display layer, a core control layer, a sensor layer, and a forwarding layer according to their functions. The components in each layer work together to achieve accurate identification and visualization of reverse (R), neutral (N), and 1-6 forward gears, without altering the mechanical structure of the manual transmission, thus preserving its original reliability, maintainability, and economic advantages. Specifically, it includes an instrument control module 3, an engine ECU 4, an engine speed sensor 5, a clutch sensor 6, a transmission output shaft speed sensor 7, a neutral sensor 8, a reverse sensor 9, and an instrument display module 10. All components form a complete signal transmission link through a CAN communication bus or direct electrical connection (e.g., Figure 1 (The hierarchical connection relationship is shown).

[0015] Reference Figure 1The specific structure, selection parameters, installation methods, and functional adaptations of the components corresponding to each level are as follows: The core control layer serves as the core of the device's operation and control. Its key component is the instrument control module 3, which uses an on-board instrument control unit that supports the CAN2.0B communication protocol (example model: NXPS12G32). It has a built-in 8-bit MCU operation unit and a 2KB non-volatile storage area, with an operation response time ≤50ms. It has the core functions of built-in speed ratio database, status judgment logic, and signal priority processing logic. Based on the target manual transmission model (e.g., 5MT / 6MT), it pre-stores speed ratio data for gears 1-6 (example: 1st gear 3.85, 2nd gear 2). The gear ratios are 50, 3rd gear 1.80, 4th gear 1.40, 5th gear 1.10, and 6th gear 0.90, and the speed ratio data can be updated via OBD interface software to meet the compatibility requirements of different transmission models. This module is integrated inside the vehicle instrument assembly and physically integrated with the instrument display module 10. It is fixed to the instrument housing bracket with bolts to reduce wiring length and signal interference. In terms of connection, it establishes bidirectional data connection with the engine ECU4 and the instrument display module 10 through the CAN communication bus. At the same time, it receives direct input signals from the clutch sensor 6, neutral sensor 8, reverse sensor 9, and transmission output shaft speed sensor 7 through the analog input port. The forwarding layer is responsible for relaying the speed signal. Its core component is the engine ECU4, which reuses the vehicle's existing engine control unit (example model: Bosch EDC17C53). No additional modifications are required. It supports a speed signal forwarding cycle of ≤100ms, ensuring real-time data transmission. It retains the original vehicle mounting location (left side bracket in the engine compartment) and is electrically connected to the engine speed sensor 5 via the original vehicle wiring harness. The speed data collected by the engine speed sensor 5 is forwarded to the instrument control module 3 via the CAN communication bus, realizing the signal transmission link of "sensor-ECU-control module". The sensor layer handles status and speed data acquisition and includes several key sensors: The engine speed sensor 5 reuses the vehicle's existing crankshaft position sensor (example model: Hall effect crankshaft position sensor; specific model can be adapted according to the vehicle model). It is a Hall effect sensor with a detection accuracy of ±10rpm, operating voltage of 5-12V, and a response time of ≤5ms. It can accurately detect the engine output shaft speed and is equivalent to the transmission input shaft speed. It is fixed at the front end of the engine crankshaft housing, with the probe and crankshaft signal tooth clearance maintained at 0.5-1mm.0mm, retaining the original vehicle installation posture, it is electrically connected to the signal input port of the engine ECU4 via a two-core shielded wire to transmit speed pulse signals; the clutch sensor 6 can be a contact type limit switch (example model: Omron D4C-1520) or a non-contact Hall sensor (example model: AOSHIDEA H3144), operating voltage 5V, output signal is high and low level (0V / 5V), response time ≤10ms, supports contact or non-contact installation methods, adapts to the installation requirements of different vehicles, and is fixed to the fulcrum on the clutch pedal by a bracket. The gap between the sensor probe and the trigger surface of the pedal linkage is ≤2mm. When the pedal travel is ≥50mm, a "disengagement signal" (low level) is triggered, and when the travel is ≤10mm, an "engagement signal" is triggered. The signal (high level) is directly connected to the analog input port of the instrument control module 3 via a three-core wire (pin definition: VCC-5V, GND-ground, SIG-signal output); the transmission output shaft speed sensor 7 preferentially reuses the vehicle ABS wheel speed sensor (example model: such as Bosch 0986594503), which is obtained by conversion using the formula "output shaft speed = wheel speed × tire rolling radius ÷ final reducer speed ratio". When there is no ABS system, a magnetoelectric sensor is used (example model: such as NTK70001), with a detection range of 0-3000rpm and an accuracy of ±5rpm. No additional installation is required when reused with the ABS sensor. When adding a new sensor, it is fixed to the end housing of the transmission output shaft through a flange, with a probe clearance of 0.3-0.8mm. When reusing the ABS sensor, the signal is indirectly transmitted to the instrument control module 3 via the original ABS wiring harness. When adding a new sensor, it is directly connected to the speed signal input port of the instrument control module 3 via a two-core shielded wire. The neutral sensor 8 is a contact-type limit switch (example model: Omron D4C-1520), with an IP67 waterproof rating, a contact life of ≥100,000 cycles, an operating voltage of 12V, and an output signal of high and low levels (0V / 12V). It can accurately detect the neutral state of the transmission. It is fixed to the neutral shift fork guide rail of the transmission housing by threads. When the transmission is in neutral, the protruding part of the shift fork triggers the switch to close, outputting a low-level signal (0V). When not in neutral, the switch is open. The output high-level signal (12V) is directly connected to the digital input port of the instrument control module 3 through a two-core wire, and the signal priority is defined as the first priority. The reverse gear sensor 9 is the same model as the neutral gear sensor 8 (example model: such as Omron D4C-1520) to ensure the commonality of parts and reduce mass production costs. The working parameters are completely consistent with the neutral gear sensor. It is symmetrically installed on the reverse gear shift fork guide rail of the gearbox housing. When reverse gear is engaged, the shift fork trigger switch is closed and a low-level signal (0V) is output. When not in reverse gear, a high-level signal (12V) is output. It is connected in parallel with the neutral gear sensor 8 to the same signal priority detection port of the instrument control module 3. After triggering, the speed ratio calculation process is directly shielded. The display layer is responsible for visually outputting gear position information. Its core component is the instrument display module 10, which reuses the vehicle's existing LCD display (size ≥ 3.5 inches) or adds a new OLED display (example model: SSD1306), with a resolution ≥ 320×240, supporting the display of characters "R", "N", and "D1-D6", font size ≥ 12, display response time ≤ 200ms, integrated in the central area of ​​the instrument assembly (between the speedometer and tachometer), with a viewing angle ≥ 120° to ensure direct visibility for the driver. It establishes a one-way data connection with the instrument control module 3 via a CAN communication bus (receiving display commands), with a bus transmission baud rate of 500Kbps (CAN 2.0B protocol).

[0016] The core control logic of this embodiment is "first priority signal triggering direct display + second priority signal initiating speed ratio calculation + cyclic matching and updating gear". The specific implementation principle is as follows: The signal priority adopts a hierarchical processing mechanism. The first priority is the neutral sensor 8 and reverse sensor 9 signals. The instrument control module 3 checks them cyclically every 10ms. If a low-level signal (switch closed) is detected, the speed ratio calculation process is skipped immediately, and the corresponding gear command (N / R) is sent directly to the instrument display module 10. The response time is ≤10ms. The second priority is the clutch sensor 6 signal. When the first priority signal is not triggered, the clutch status is checked every 10ms. When the "disengagement signal" (low level) is triggered, the "gear switching window period" is marked. When the "engagement signal" (high level) is triggered, the speed data acquisition and speed ratio calculation are started. The third / fourth priority is the engine speed signal (forwarded by ECU) and the transmission output shaft speed signal. Acquisition only begins 50ms after the clutch "engagement signal" is triggered (to avoid speed fluctuations at the moment of clutch engagement). The acquisition cycle is 10ms / time. The core process of gear ratio calculation and gear matching is as follows: The collected engine speed (equivalent input shaft speed) and output shaft speed are both filtered (moving average filter, window size 5 times) to eliminate pulse interference. The gear ratio calculation formula strictly follows "current gear ratio = gearbox output shaft speed ÷ gearbox input shaft speed". The calculation result is retained to two decimal places, for example, "308rpm ÷ 800rpm = 0.385 → 0.39". The table lookup matching rule is to compare the calculated gear ratio with the pre-stored gear ratio database. The allowable error range is ±0.05. For example, when the calculated gear ratio is between 3.80 and 3.90, gear 1 is matched (pre-stored gear ratio 3.85). Database updates support updating gear ratio data through the OBD interface connected to a diagnostic tool to meet the needs of multiple vehicle models. The update process is "read the original data → erase the storage area → write the new data → verify integrity". The gear update adopts a cyclic detection mechanism. The cyclic detection cycle is once every 100ms by the instrument control module 3 to complete the entire process of "signal detection - data acquisition - calculation matching - command output". This ensures the real-time performance of the gear update. After the response speed is optimized, the display update can be completed within 500ms after the gear switch (including 50ms data acquisition delay + 100ms calculation matching + 200ms display response + 150ms redundancy time). The fault tolerance design for special states is that when there is no matching gear after 3 consecutive calculations of the gear ratio, the instrument display module 10 temporarily displays "--" and keeps the previous valid gear displayed for 3 seconds to avoid frequent jumps affecting the driving experience.

[0017] Reference Figure 1Based on the above control logic, the following detailed explanation of the device's implementation process is based on the complete operation flow of "engine not started → started → 1st gear → 2nd gear → reverse gear": Initially, the engine is not started, and the transmission is in neutral by default. Neutral sensor 8 is triggered and closes, outputting a low-level signal (0V). Instrument control module 3 detects that the engine speed is 0 (determined by the ECU forwarding the signal), and does not initiate the gear detection process. Instead, it sends a command to instrument display module 10 via CAN communication, and the display shows "N". If the driver manually engages reverse gear at this time, reverse sensor 9 is triggered and closes, outputting a low-level signal (0V). Instrument control module 3 responds to the first priority signal, displaying the command "R", but still does not initiate gear ratio calculation. After the engine starts, the driver turns the key to start engine 2. The engine speed rises to 800rpm (engine speed sensor 5 collects → ECU 4 forwards → instrument control module 3 receives). Instrument control module 3 detects that the engine speed is >0 and automatically enters the gear detection process, monitoring the signals of each sensor in real time (cycles once every 10ms). During the first gear identification and display process, driver 1 first depresses the clutch pedal with a travel of ≥50mm. Clutch sensor 6 outputs a "disengagement signal" (low level), and instrument control module 3 marks the "gear shifting window period." Then, driver 1 engages first gear and slowly releases the clutch with a pedal travel of ≤10mm. Clutch sensor 6 outputs an "engagement signal" (high level), and instrument control module 3 confirms that "engine speed = transmission input shaft speed." After a 50ms delay, instrument control module 3 acquires the transmission output shaft speed of 308rpm (directly detected by sensor 7) and obtains the engine speed of 800rpm via CAN communication (forwarded by ECU4). The gear ratio is calculated as 308÷800=0.385 (rounded to two decimal places, 0.39). Compared with the pre-stored first gear ratio of 3.85 (including the final drive coefficient), the error is ≤±0.05, and it is determined to be first gear. Instrument control module 3 sends a display command via CAN communication, and instrument display module 10 updates the display to "D1." When shifting to and displaying gear 2, driver 1 depresses the clutch again, engages 2nd gear, and releases the clutch. The instrument control module 3 repeats the above data acquisition, gear ratio calculation, and table lookup matching process, acquiring the output shaft speed of 500 rpm and the engine speed of 800 rpm. The calculated gear ratio is 500 ÷ 800 = 0.625 (matching the pre-stored 2nd gear ratio of 2.50, including the final drive coefficient). The table comparison determines it to be 2nd gear, and the instrument display module 10 updates the display to "D2". If shifting to gears 3-6 continues, the above process is repeated, and the instrument displays "D3-D6" sequentially. In special situations, when driver 1 stops and engages reverse gear, reverse sensor 9 outputs a low-level signal, and the instrument control module 3 displays "R" within 10ms, disabling gear ratio calculation. When shifting to neutral while driving, neutral sensor 8 outputs a low-level signal, and the instrument displays "N" within 10ms, pausing gear ratio detection. Detection automatically resumes when a forward gear is engaged again.

[0018] This embodiment employs a hybrid strategy of "hard-sensor recognition of N / R gears + soft-calculation matching of forward gears," utilizing existing vehicle components and low-cost sensors to achieve visual gear position display without altering the mechanical structure of the manual transmission. Its core advantages lie in: ensuring rapid response for special gears (N / R) through signal priority design; improving gear ratio calculation accuracy through "clutch state triggering + delayed acquisition"; and enhancing the device's versatility through an updatable gear ratio database. The entire device boasts low hardware costs and convenient installation, fully preserving the original core advantages of the manual transmission while supplementing the electrified gear position display function, effectively lowering the driving threshold for new users and enhancing the product's market competitiveness.

Claims

1. A manual transmission gear position calculation and display control device, characterized in that: include: The instrument control module (3) is a core computing unit. It has a built-in database of gear ratios of the target gearbox from 1 to 6, clutch status judgment logic and signal priority processing logic. It is used to receive sensor signals, calculate gear ratios, match gears and send display commands. Engine ECU (4), which is used to forward the speed data collected by engine speed sensor (5); An engine speed sensor (5) is used to detect the engine output shaft speed, which is equivalent to the gearbox input shaft speed. Clutch sensor (6), the clutch sensor (6) is used to detect the clutch engagement / disengagement state and output the corresponding state signal to the instrument control module (3). The gearbox output shaft speed sensor (7) is used to detect the gearbox output shaft speed and output the speed signal to the instrument control module (3). Neutral sensor (8), the neutral sensor (8) is used to detect the neutral state of the gearbox and output a neutral signal to the instrument control module (3); Reverse gear sensor (9), the reverse gear sensor (9) is used to detect the reverse gear status of the gearbox and output the reverse gear signal to the instrument control module (3); Instrument display module (10), the instrument display module (10) is used to receive CAN communication commands from instrument control module (3) and visually display gear information (R / N / D1-D6). The instrument control module (3) is connected to the engine ECU (4) and the instrument display module (10) via CAN communication. The engine speed sensor (5) is electrically connected to the engine ECU (4). The clutch sensor (6), neutral sensor (8), reverse sensor (9), and gearbox output shaft speed sensor (7) are directly electrically connected to the instrument control module (3).

2. The manual transmission gear position calculation and display control device according to claim 1, characterized in that: The signal priority processing logic of the instrument control module (3) is as follows: the output signals of the reverse gear sensor (9) and neutral gear sensor (8) are of the first priority, the output signal of the clutch sensor (6) is of the second priority, the signal of the engine speed sensor (5) forwarded by the engine ECU (4) is of the third priority, and the output signal of the gearbox output shaft speed sensor (7) is of the fourth priority.

3. A method for calculating and displaying the gear position of a manual transmission based on the device described in claim 1, characterized in that, Includes the following steps: S1: When the engine is not started, the gearbox is in neutral. The neutral sensor (8) sends a neutral signal to the instrument control module (3). The instrument control module (3) determines that the engine speed is 0 and does not start the gear detection process. It instructs the instrument display module (10) to display "N" through CAN communication. If reverse gear is engaged at this time, the reverse sensor (9) sends a reverse signal. The instrument control module (3) directly instructs the instrument display module (10) to display "R" and still does not start the gear detection process. S2: After the engine starts, the instrument control module (3) enters the gear detection process and receives signals from each sensor in real time; S3: When the driver depresses the clutch, the clutch sensor (6) sends a "disengagement signal", and the instrument control module (3) records it as "gear shifting window period"; S4: The driver engages the target forward gear and releases the clutch. The clutch sensor (6) sends an "engagement signal". The instrument control module (3) confirms that the current engine speed = the gearbox input shaft speed. S5: The instrument control module (3) collects the output shaft speed of the gearbox output shaft speed sensor (7) and obtains the engine speed (equivalent gearbox input shaft speed) forwarded by the engine ECU (4) through CAN communication. S6: Instrument control module (3) calculates the current speed ratio = gearbox output shaft speed ÷ gearbox input shaft speed; S7: The instrument control module (3) compares the calculated speed ratio with the built-in 1-6 gear speed ratio database. If they match, the corresponding forward gear is determined. S8: The instrument control module (3) sends a CAN communication command to the instrument display module (10) to display the corresponding gear "D1-D6"; S9: If the driver depresses the clutch again to switch to forward gear, repeat steps S3-S8, and the instrument display module (10) updates the gear in real time; if reverse gear or neutral gear is engaged, the first priority signal is triggered, and the instrument display module (10) displays "R" or "N" accordingly, thus blocking the speed ratio calculation process.

4. The manual transmission gear position calculation and display control method according to claim 3, characterized in that: The speed ratio database built into the instrument control module (3) can be updated via software to adapt to different models and different numbers of manual transmissions.

5. The manual transmission gear position calculation and display control method according to claim 3, characterized in that: The clutch sensor (6) is a contact or non-contact sensor used to detect the travel state of the clutch pedal in real time, and then determine whether the clutch is engaged or disengaged.

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