A vehicle gear handling module and display system

Abstract

The application provides a vehicle gear processing module and display system, and relates to the technical field of vehicles, and comprises the following: a signal processing unit, which is electrically connected with each gear contact of a vehicle on-off gear sensor, is used for collecting on-off signals of each gear, and performs clamping protection, filtering and shaping processing on the on-off signals; a processor, which is electrically connected with the signal processing unit, is configured to receive the on-off signals processed by the signal processing unit, and to perform a de-bouncing process on the processed on-off signals to determine a target gear of the vehicle; and a signal output unit, which is electrically connected with the processor, and the processor is further configured to control the signal output unit according to the determined target gear, and to output a gear signal corresponding to the target gear to an instrument of the vehicle through a single output interface or a CAN bus. The technical scheme of the application improves the accuracy and reliability of gear detection.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, specifically to a vehicle gear shifting module and display system. Background Technology

[0002] Currently, the widely used switch-type gear position sensors in vehicles use contacts to move different gears on the gear shift hub, and their signal acquisition is the core of gear position display. There are two main gear position signal acquisition schemes in related technologies. The first is the direct acquisition scheme: such as... Figure 1 As shown, each gear position contact of the sensor is connected to the corresponding interface of the vehicle's instrument panel via independent wires. The instrument panel processor distinguishes the gear position by detecting the on / off state of each interface. Although this solution is direct and reliable, each gear position requires an independent physical interface of the instrument panel and an input / output (I / O) port of the processor. For vehicles with multiple gears (e.g., including neutral and six forward gears), the instrument panel needs to be equipped with at least seven interfaces. This not only results in a large number of wiring harnesses between the instrument panel and the sensor, increasing costs, but also places stringent demands on the I / O resources of the instrument panel processor, thus significantly increasing the total cost of the instrument panel. To simplify the wiring harness, a second simplification solution exists in the industry: directly grounding each contact of the gear position sensor's ring switch disk through resistors of different resistance values, and leading a single wire to the instrument panel by adding a common metal contact. However, in this method, due to violent shifting or aging of the metal contact, mechanical vibration can occur during the shifting process, causing mechanical ringing. The time for gear stabilization is greatly increased, which can easily lead to gear misjudgment, gear feedback delay, or gear confusion, affecting the accuracy and reliability of gear detection. Summary of the Invention

[0003] To address the aforementioned technical problems, this application provides a vehicle gear shifting module and display system.

[0004] In a first aspect, this application provides a vehicle gear position processing module, comprising: a signal processing unit electrically connected to each gear position contact of a vehicle switch-type gear position sensor, the signal processing unit being used to acquire the switch signals of each gear position and to perform clamping protection, filtering, and shaping processing on the switch signals; a processor electrically connected to the signal processing unit, the processor being configured to: receive the switch signals processed by the signal processing unit, and perform debouncing processing on the processed switch signals to determine the target gear position of the vehicle; and a signal output unit electrically connected to the processor, the processor being further configured to: control the output unit according to the determined target gear position, and output a gear position signal corresponding to the target gear position to the vehicle's instrument panel through a single output interface or CAN bus.

[0005] By adopting the above technical solutions, the signal processing unit performs clamping protection, filtering, and shaping processing on the switching signal, which can avoid the signal being affected by external interference and improve the signal quality; the processor performs debouncing processing on the processed switching signal to determine the target gear, which can eliminate mechanical jitter during the gear shifting process and improve the accuracy and reliability of gear detection; outputting the gear signal to the vehicle instrument through a single output interface or CAN bus can reduce the number of wiring harnesses between the instrument and the sensor, reduce costs, and lower the IO resource requirements of the instrument processor.

[0006] Optionally, the processor is configured to debouncing the processed switch signal to determine the target gear of the vehicle by: continuously monitoring the processed switch signal; when the signal level indicates a different gear from the original gear state, initiating a debouncing timer; acquiring the vehicle's current operating parameters, including at least one of engine speed and vehicle speed; dynamically setting a debouncing time threshold based on the current operating parameters; continuously monitoring the processed switch signal after the debouncing timer is initiated; if the signal level is within the debouncing time threshold, the duration indicating the new gear is greater than a preset ratio threshold, and the signal level indicates a new gear at the time the debouncing timer reaches the debouncing time threshold, then the new gear is determined as the target gear.

[0007] By adopting the above technical solution, the influence of mechanical vibration caused by violent gear shifting or aging of metal contacts on gear position judgment can be avoided. Dynamically setting the anti-vibration time threshold can flexibly adjust the judgment standard according to the vehicle's operating status, more accurately determine the target gear, and improve the accuracy and reliability of gear position detection.

[0008] Optionally, a de-vibration time threshold is dynamically set based on the current operating parameters, including: setting a first de-vibration time threshold when the operating parameters meet a first condition, wherein the first condition is engine speed ≥ first speed threshold, or vehicle speed ≥ first speed threshold; setting a second de-vibration time threshold when the operating parameters meet a second condition but not the first condition, wherein the second condition is second speed threshold ≤ engine speed < first speed threshold, or second speed threshold ≤ vehicle speed < first speed threshold; setting a third de-vibration time threshold when the operating parameters do not meet the first and second conditions, wherein the third de-vibration time threshold < the second de-vibration time threshold < the first de-vibration time threshold.

[0009] By adopting the above technical solution, the anti-vibration time threshold can be dynamically set according to the current operating parameters such as engine speed and vehicle speed. A longer anti-vibration time threshold can be set when the engine speed is high or the vehicle speed is high, a moderate anti-vibration time threshold can be set when the engine speed and vehicle speed are in the middle range, and a shorter anti-vibration time threshold can be set when the engine speed is low and the vehicle speed is slow. This can more accurately eliminate the influence of mechanical vibration during gear shifting, improve the accuracy and reliability of gear detection, and avoid gear misjudgment, feedback delay, or gear confusion caused by violent gear shifting or contact aging.

[0010] Optionally, the signal processing unit includes multiple independent signal processing channels, each of which is electrically connected to a gear position contact of the vehicle's switch-type gear position sensor. Each signal processing channel includes: a clamping protection circuit, the input of which is electrically connected to the corresponding gear position contact, used to provide overvoltage and negative voltage clamping protection for the switching signal input to the corresponding gear position contact; a filtering circuit, the input of which is electrically connected to the output of the clamping protection circuit, used to perform low-pass filtering on the clamped switching signal to filter out high-frequency interference and mechanical ringing signals in the switching signal; and a shaping circuit, the input of which is electrically connected to the output of the filtering circuit, used to shape the waveform of the filtered switching signal and output a rectangular wave signal with steep edges to the processor.

[0011] By adopting the above technical solution, the signal processing unit uses multiple independent signal processing channels connected to the corresponding contacts of each gear position, which can process the switching signals of each gear position separately; the clamping protection circuit provides overvoltage and negative voltage clamping protection for the switching signals to prevent signal abnormalities from damaging subsequent circuits; the filtering circuit performs low-pass filtering on the switching signals to filter out high-frequency interference and mechanical ringing signals, thereby reducing signal interference; the shaping circuit shapes the waveform of the filtered switching signals and outputs a rectangular wave signal with steep edges to the processor, making the signal more regular and easier for the processor to process accurately, thus improving the accuracy and reliability of gear position detection.

[0012] Optionally, the clamping protection circuit includes a bidirectional Zener diode; the filter circuit is an RC low-pass filter circuit, the parameters of the resistor and capacitor of the RC low-pass filter circuit are configured so that the cutoff frequency is lower than the minimum value of the mechanical ringing frequency of the vehicle switch-type gear position sensor, wherein the resistor of the RC low-pass filter circuit is an adjustable resistor.

[0013] By adopting the above technical solutions, the bidirectional Zener diode can provide overvoltage and negative voltage clamping protection for the switching signal; the RC low-pass filter circuit can filter out high-frequency interference and mechanical ringing signals in the switching signal, and its resistance and capacitance parameters are configured so that the cutoff frequency is lower than the minimum value of the mechanical ringing frequency of the vehicle switch-type gear position sensor, which can effectively suppress mechanical ringing; the adjustable resistor makes it easy to adjust the parameters of the filter circuit according to the actual situation to adapt to different working environments and needs.

[0014] Optionally, the shaping circuit includes a Schmitt trigger, the difference between the positive and negative threshold voltages of which is greater than the voltage fluctuation amplitude of the switching signal during mechanical ringing.

[0015] By adopting the above technical solution, the signal processing unit can collect the switching signals of each gear position, and perform clamping protection, filtering and shaping processing on the switching signals. The processor performs debouncing processing on the processed switching signals to determine the target gear position of the vehicle, and then outputs the gear position signal corresponding to the target gear position to the vehicle's instrument panel through the signal output unit. Among them, the Schmitt trigger is used as the shaping circuit, and the difference between its positive threshold voltage and negative threshold voltage is greater than the voltage fluctuation amplitude of the switching signal during mechanical ringing. This ensures that a rectangular wave signal with steep edges can be output to the processor, avoiding the influence of voltage fluctuations during mechanical ringing, reducing signal interference, and improving the accuracy of signal processing.

[0016] Optionally, the processor is also configured to: diagnose the fault status of the vehicle's switch-type gear position sensor based on the switching signal levels output by the shaping circuit; determine that the vehicle's switch-type gear position sensor has a contact adhesion fault when more than one gear's switching signal is simultaneously active, and the state of more than one gear's simultaneous active switching signal lasts for more than a first preset time; determine that the vehicle's switch-type gear position sensor has an open circuit fault or a poor contact fault when all gear's switching signals are inactive, and the vehicle is determined to be in a non-neutral driving state based on vehicle operating parameters; the processor is also configured to: output fault indication information through the signal output unit when a contact adhesion fault, open circuit fault, or poor contact fault is determined to exist.

[0017] By adopting the above technical solution, the signal processing unit collects the switch signals of each gear position and performs clamping protection, filtering and shaping processing. The processor receives the processed switch signals, performs debouncing processing to determine the target gear position, and outputs the corresponding gear position signal to the vehicle instrument through a single output interface or CAN bus according to the target gear position control signal output unit. On this basis, the processor diagnoses the fault status of the switch-type gear position sensor based on the switch signal level output by the shaping circuit. It can detect contact adhesion faults, open circuit faults or poor contact faults, and output fault indication information through the signal output unit. This can detect sensor faults in a timely manner and improve vehicle safety.

[0018] Optionally, the signal output unit includes: a resistor switch network electrically connected to the processor, the resistor switch network including multiple resistors with different resistance values ​​equal to the number of gears, each gear contact corresponding to one resistor; wherein, when the vehicle's instrument panel is not connected to the vehicle's CAN network, the processor is configured to: control the resistor switch network according to the determined target gear, so as to connect one resistor in the resistor switch network corresponding to the target gear between a single output interface of the vehicle gear processing module and the vehicle ground terminal, so that a resistance value corresponding to the target gear is formed between the single output interface and the vehicle ground terminal, wherein the single output interface is used to connect to the gear detection interface of the vehicle's instrument panel; a CAN transceiver electrically connected to the processor, wherein, when the vehicle's instrument panel is connected to the vehicle's CAN network, the processor is configured to: send a CAN message containing the target gear to the vehicle's instrument panel via the CAN transceiver.

[0019] By adopting the above technical solution, when the vehicle instrument panel is not connected to the vehicle's CAN network, a resistor switch network can be used to make a single output interface form a resistance value corresponding to the target gear with the vehicle's ground terminal, thereby achieving the purpose of outputting a gear signal to the instrument panel and reducing the number of wiring harnesses and costs. When the vehicle instrument panel is connected to the vehicle's CAN network, a CAN message containing the target gear can be sent to the instrument panel through a CAN transceiver, meeting the gear signal output requirements under different connection methods.

[0020] Optionally, the processor is further configured to: acquire a braking signal characterizing the vehicle's braking state; when the braking signal determines that the vehicle is in an emergency braking condition, initiate a safety maintenance mode; in the safety maintenance mode, the processor suspends updating the target gear based on the processed switch signal, and controls the signal output unit to continuously output the gear signal determined before entering the safety maintenance mode, for at least a first safety time; after the first safety time ends, the processor exits the safety maintenance mode and resumes the operation of debouncing the processed switch signal to determine the vehicle's target gear, and outputting the gear signal corresponding to the target gear.

[0021] By adopting the above technical solution, the signal processing unit can collect the switch signals of each gear position and perform clamping protection, filtering and shaping processing. The processor receives the processed switch signals, performs debouncing processing to determine the target gear position, and the signal output unit outputs the corresponding gear position signal according to the target gear position. When the vehicle is in an emergency braking condition, the safety maintenance mode is activated, the target gear position is paused, and the gear position signal before entering the safety maintenance mode is continuously output. This can avoid gear position misjudgment during emergency braking and ensure the stability and safety of the vehicle gear position display. After the first safety time ends, normal gear position determination and output operations are resumed.

[0022] Optionally, the signal processing unit also includes an environmental parameter sensor, which is used to detect the ambient temperature and vibration intensity of the environment in which the vehicle gear shifting module is located. The processor is electrically connected to the environmental parameter sensor and is configured to: dynamically adjust the cutoff frequency of the filter circuit and / or the hysteresis voltage of the shaping circuit according to the detected environmental parameters, including ambient temperature and vibration intensity; wherein, when the ambient temperature is lower than a preset temperature threshold, the cutoff frequency of the filter circuit is reduced by increasing the resistance value of the filter circuit; when the vibration intensity is higher than a preset vibration threshold, the hysteresis voltage of the shaping circuit is increased by adjusting the reference voltage of the shaping circuit to resist vibration interference.

[0023] By adopting the above technical solution, the ambient temperature and vibration intensity of the environment where the vehicle gear processing module is located are detected by environmental parameter sensors. The processor dynamically adjusts the cutoff frequency of the filter circuit and the hysteresis voltage of the shaping circuit according to the detected ambient temperature and vibration intensity. This can enhance the ringing suppression capability at low temperatures, resist vibration interference, and improve the accuracy and reliability of vehicle gear detection.

[0024] Optionally, the processor is further configured to: the target signal processing channel is any signal processing channel; for the target signal processing channel, monitor the voltage waveform at the input of the corresponding shaping circuit; count the number of times the voltage waveform crosses the hysteresis voltage band of the Schmitt trigger in the target signal processing channel within a preset time window, as the contact disturbance frequency of the target signal processing channel, wherein the shaping circuit corresponding to the target signal processing channel includes a Schmitt trigger; evaluate the contact state of the corresponding gear contact of the target signal processing channel based on the contact disturbance frequency; when the contact disturbance frequency exceeds a preset degradation frequency threshold, perform at least one of the following operations: extend the debouncing time threshold used in the debouncing process for the gear corresponding to the target signal processing channel; output warning information indicating the degradation of the gear sensor contact state corresponding to the target signal processing channel through the signal output unit.

[0025] By adopting the above technical solution, the voltage waveform at the input of the shaping circuit can be monitored, and the number of times the voltage waveform crosses the hysteresis voltage band of the Schmitt trigger can be counted to obtain the contact disturbance frequency, thereby evaluating the contact status of the gear position contacts. When the contact disturbance frequency exceeds the preset deterioration frequency threshold, the debounce time threshold used for the corresponding gear position debounce processing can be extended to improve the accuracy of gear position determination. It can also output early warning information on the deterioration of the gear position sensor contact status to remind maintenance and inspection.

[0026] In a second aspect of this application, a vehicle gear position display system is also provided, including the vehicle gear position processing module of any of the foregoing claims, and further including a switch-type gear position sensor and an instrument.

[0027] In summary, one or more technical solutions provided in this application have at least the following technical effects or advantages: 1. The signal processing unit clamps, filters, and shapes the switching signal to prevent external interference and improve signal quality. The processor debouncing the processed switching signal determines the target gear, eliminating mechanical jitter during gear shifting and improving the accuracy and reliability of gear detection. Outputting the gear signal to the vehicle instrument panel via a single output interface or CAN bus reduces the number of wiring harnesses between the instrument panel and sensors, lowers costs, and places lower demands on the instrument panel processor's I / O resources. 2. It can avoid the impact of mechanical ringing caused by violent gear shifting or aging of metal contacts on gear position judgment. The dynamic setting of the anti-shake time threshold can flexibly adjust the judgment standard according to the vehicle's operating status, more accurately determine the target gear, and improve the accuracy and reliability of gear position detection. 3. The processor diagnoses the fault status of the switch-type gear position sensor based on the switching signal level output by the shaping circuit. It can detect contact sticking faults, open circuit faults, or poor contact faults, and output fault indication information through the signal output unit. This allows for timely detection of sensor faults and improves vehicle safety. Attached Figure Description

[0028] Figure 1 This is a schematic diagram of an instrument gear detection method in related technologies; Figure 2 This is a framework diagram of a vehicle gear shifting module provided in an embodiment of this application; Figure 3 This is a schematic diagram of the gear shifting principle provided in the embodiments of this application; Figure 4 This is a framework diagram of a vehicle gear display system provided in an embodiment of this application. Detailed Implementation

[0029] To enable those skilled in the art to better understand the technical solutions in this specification, the technical solutions in the embodiments of this specification will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments.

[0030] In the description of the embodiments of this application, the words "for example" or "for instance" are used to indicate examples, illustrations, or explanations. Any embodiment or design that is described as "for example" or "for instance" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or design options. Rather, the use of the words "for example" or "for instance" is intended to present the relevant concepts in a specific manner.

[0031] In the description of the embodiments of this application, the term "multiple" means two or more. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. The terms "comprising," "including," "having," and variations thereof all mean "including but not limited to," unless otherwise specifically emphasized.

[0032] The following is in conjunction with the appendix Figure 2 - Appendix Figure 4 The embodiments of this application will be described in detail.

[0033] This application provides a vehicle gear shifting module. Figure 2 This is a framework diagram of a vehicle gear shifting module provided in an embodiment of this application. The module includes: The signal processing unit is electrically connected to each gear position contact of the vehicle's on / off gear position sensor. The signal processing unit collects the on / off signals for each gear position and performs clamping protection, filtering, and shaping processing on the on / off signals. The processor is electrically connected to the signal processing unit and is configured to receive the processed on / off signals, perform debouncing processing on the processed on / off signals, and determine the vehicle's target gear position. The signal output unit is electrically connected to the processor and is further configured to control the output unit based on the determined target gear position, and output the gear position signal corresponding to the target gear position to the vehicle's instrument panel via a single output interface or CAN bus.

[0034] In the above embodiments, the signal processing unit performs clamping protection, filtering, and shaping on the switching signal to avoid external interference and improve signal quality; the processor performs debouncing on the processed switching signal to determine the target gear, which can eliminate mechanical jitter during gear shifting and improve the accuracy and reliability of gear detection; outputting the gear signal to the vehicle instrument panel through a single output interface or CAN bus can reduce the number of wiring harnesses between the instrument panel and the sensor, reduce costs, and lower the IO resource requirements of the instrument panel processor.

[0035] The vehicle gear position processing module in this embodiment performs centralized and intelligent preprocessing of the switching signals from traditional switch-type gear position sensors before they are sent to the vehicle's instrument panel or core controller. The signal processing unit directly collects the original switching signals from each contact of the gear position sensor and performs a unified three-stage hardware processing: clamping protection, filtering, and shaping, suppressing overvoltage, high-frequency interference, and mechanical ringing. The signal processing unit is directly connected to each gear position contact and is responsible for purifying the original switching signals, clamping protection to prevent overvoltage / undervoltage surges, filtering to remove high-frequency electrical noise, and shaping to convert potentially irregular level signals into standard digital signals (such as 0 / 1) that the processor can clearly recognize. The processor then performs software debouncing on the shaped signal to identify a stable and reliable target gear. That is, the processor, as the intelligent core, receives the purified digital signal, and its core algorithm lies in "debouncing processing," which uses software logic to identify and filter out brief, erroneous switching state transitions caused by mechanical contact jitter (physical ringing), thereby accurately and stably "determining" the vehicle's true "target gear." Finally, the gear position signal is sent to the instrument panel via the signal output unit, either through a single output interface (resistance encoding) or a CAN bus. Assuming a motorcycle has 6 forward gears (1-6) and 1 neutral (N), for a total of 7 gear position contacts, the gear position sensor still consists of 7 independent switch contacts, with 7 wires leading out to the vehicle's gear position processing module. The signal processing unit in this module ensures that these 7 signals are clean and well-organized. The processor continuously scans these 7 signals. For example, when shifting from N to 1, the N signal is disconnected, and the 1 signal is connected. However, due to mechanical vibration, the 1 signal may rapidly switch on and off multiple times within a few milliseconds or tens of milliseconds (jitter). The processor's debouncing program sets a reasonable debouncing time window (e.g., 20ms, 40ms, or other times), and it will determine the "1 gear signal". Only after a stable connection is established is the current target gear determined to be gear 1. Once the gear is determined, the processor immediately controls the signal output unit to transmit this target gear result to the instrument via a single wire (e.g., outputting the resistance value corresponding to the target gear, which is detected by the instrument's gear detection port) or a CAN bus (sending a CAN message). Related technologies use a single wire per gear, occupying multiple I / O ports on the instrument. This solution only provides one interface or CAN bus, significantly simplifying the wiring harness and reducing instrument hardware costs. Furthermore, related single-wire solutions lack dedicated signal conditioning, and jitter is directly transmitted to the instrument. This embodiment uses a dual processing approach of hardware filtering and shaping + software debouncing to suppress jitter and ringing at the source.While effectively filtering out jitter, the optimized de-jitter algorithm ensures that real gear shifting operations are quickly and accurately identified and reported, balancing stability and real-time performance. The dual protection of hardware filtering and software de-jitter significantly improves the anti-interference capability and stability of gear position signal detection, ensuring accurate and error-free gear display on the instrument panel. It also drastically reduces the number of wiring harnesses connecting the sensors to the instrument panel, lowering wiring and connector costs. Simultaneously, it simplifies the instrument panel design, reduces the specifications required for the instrument panel processor's I / O resources, and helps lower the overall cost of the instrument panel. The flexible output unit design allows for selection of single-wire (i.e., a single output interface) or CAN bus methods, facilitating interface with various vehicle instrument panels or vehicle control units (VCUs). The modular design also facilitates functional upgrades (such as adding fault diagnosis and learning functions) without affecting the main system.

[0036] In an optional embodiment, the signal output unit includes: a resistor switch network electrically connected to the processor, the resistor switch network including a plurality of resistors with different resistance values ​​equal to the number of gears, each gear contact corresponding to one resistor; wherein, when the vehicle's instrument panel is not connected to the vehicle's CAN network, the processor is configured to: control the resistor switch network according to the determined target gear, so as to connect one resistor in the resistor switch network corresponding to the target gear between a single output interface of the vehicle gear processing module and the vehicle ground terminal, such that a resistance value corresponding to the target gear is formed between the single output interface and the vehicle ground terminal, wherein the single output interface is used to connect to the gear detection interface of the vehicle's instrument panel; and a CAN transceiver electrically connected to the processor, wherein, when the vehicle's instrument panel is connected to the vehicle's CAN network, the processor is configured to: send a CAN message containing the target gear to the vehicle's instrument panel via the CAN transceiver.

[0037] In the above embodiments, when the vehicle instrument panel is not connected to the vehicle's CAN network, a resistor switch network can be used to make a single output interface form a resistance value corresponding to the target gear with the vehicle's ground terminal, thereby achieving the purpose of outputting a gear signal to the instrument panel and reducing the number of wiring harnesses and costs. When the vehicle instrument panel is connected to the vehicle's CAN network, a CAN message containing the target gear can be sent to the instrument panel through a CAN transceiver, satisfying the gear signal output requirements under different connection methods.

[0038] This embodiment integrates a resistor switch network with a CAN transceiver to dynamically select the appropriate output method based on whether the vehicle's instrument cluster is connected to the vehicle's CAN network, achieving a balance between "low-cost compatibility" and "high-reliability communication." The resistor switch network contains resistors of equal number but different resistance values ​​to the number of gears, with each resistor corresponding to a specific gear. When the vehicle's instrument cluster is not connected to the vehicle's CAN network (traditional mechanical / simple electronic instrument cluster), the processor controls the resistor switch network to connect the corresponding resistor based on the determined target gear, leaving the other resistors in the network floating. This ensures that each output interface of the module uniquely corresponds to a resistance value with the vehicle's ground terminal. The instrument cluster can identify the corresponding gear by detecting this resistance value (the instrument cluster has a preset resistance-gear mapping relationship). When the vehicle's instrument cluster is connected to the vehicle's CAN network (modern intelligent vehicle instrument cluster), the processor encapsulates the target gear information into a standard CAN message via the CAN transceiver and sends it to the vehicle's CAN network. The instrument cluster receives the message from the CAN network and parses it to display the gear. This embodiment achieves full coverage adaptation between traditional and smart instruments. One gear shifting module can be compatible with vehicles of different configurations, significantly reducing the procurement, R&D and adaptation costs for vehicle manufacturers and improving the module's versatility and market competitiveness.

[0039] As an optional implementation, the switch-type gear sensor includes a set of gear contacts corresponding to each gear position. The set of gear positions includes neutral and gears 1 to 6. The resistance value corresponding to neutral is R0, the resistance value corresponding to gear 1 is R1, the resistance value corresponding to gear 2 is R2, the resistance value corresponding to gear 3 is R3, the resistance value corresponding to gear 4 is R4, the resistance value corresponding to gear 5 is R5, and the resistance value corresponding to gear 6 is R6. The difference between any two resistance values ​​of R0 and any two of R1 to R6 is greater than 100Ω.

[0040] Figure 3This is a schematic diagram of the gear position processing principle provided in this application embodiment. Taking a motorcycle as an example, the vehicle gear position processing module inputs the on / off state between each contact of the motorcycle gear position sensor and ground as a switch signal to the processor, and then outputs the processed gear position data to the instrument through a CAN bus or a resistor switch. This allows the instrument to use the existing CAN network without adding any interfaces, or in the absence of a CAN network, only one interface (i.e., the single output interface mentioned above) is needed to detect the gear position status, effectively solving the problems of occupying multiple instrument interfaces and high requirements for instrument processor resources. At the same time, it avoids directly using a common contact to convert multiple signals from the original gear position sensor into a single signal, avoiding gear position misjudgment, gear position delay, and gear position confusion caused by mechanical ringing during gear shifting. This module has the characteristics of high reliability, miniaturization, low cost, and simple installation. This module consists of the following parts: the gear position sensor's switch signal and the gear position sensor input signal processing module (corresponding to the aforementioned signal processing unit) are connected. The gear position sensor input signal processing module performs clamping, low-pass filtering, and shaping processing on the input signal. The gear position switch signal processed by the gear position sensor input signal processing module enters the processor's I / O port. The processor detects the high and low levels of each input I / O port (a low level indicates that the corresponding switch signal is valid) and performs further filtering and debouncing processing through software to select valid and stable signals, and then determines the current gear. According to the current gear, the processor connects the resistor switch network R0~R6 to one end of the processor I / O interface to either leave it floating or set it to a low level, and sends the gear information to the CAN network. The instrument panel detects the input resistance value through analog-to-digital conversion and determines the current gear based on the resistance value. The power module converts the voltage of the motorcycle battery into the system's operating voltage, providing energy for the system's operation.

[0041] The function of the gear position sensor input signal processing module is to filter and clamp the signal from the gear position sensor to eliminate high-frequency ringing caused by mechanical vibration of the gear position sensor contacts during gear shifting, and to prevent damage to the processor interface due to wiring errors or abnormal voltage. In the resistor-switch network, resistors R0 to R6 use different resistance values, with a difference exceeding 100Ω. When the processor detects that the gear position sensor's N-gear switch is on, it controls the R0 resistor connected to the processor's I / O interface to be set to a low level (ground), while other interfaces are left floating. When the processor detects that the gear position sensor's 1-gear switch is on, it controls the R1 resistor connected to the processor's I / O interface to be set to a low level, while other interfaces are left floating. Similarly, R2 corresponds to 2-gear, R3 to 3-gear, R4 to 4-gear, R5 to 5-gear, and R6 to 6-gear. The instrument panel can accurately determine the gear by detecting the resistance value between the gear position interface and ground.

[0042] The gear position sensor input signal processing module mentioned above has a reserved CAN transceiver, which can be connected to the motorcycle's CAN network to upload the gear position to the CAN network for later use.

[0043] The vehicle gear processing module described in the above embodiment reduces multiple gear signal lines to one, greatly saving instrument I / O port resources and reducing the requirements for the instrument processor, thus achieving cost savings. It also has an internal CAN interface, which can be directly connected to the motorcycle CAN network. It uses very few components and has a small size, thus saving installation space.

[0044] In an optional embodiment, the processor is configured to debouncing the processed switch signal to determine the target gear of the vehicle by: continuously monitoring the processed switch signal; when the signal level indicates a different gear from the original gear state, initiating a debouncing timer; acquiring the vehicle's current operating parameters, including at least one of engine speed and vehicle speed; dynamically setting a debouncing time threshold based on the current operating parameters; continuously monitoring the processed switch signal after the debouncing timer is initiated; if the signal level is within the debouncing time threshold, the duration indicating the new gear is greater than a preset ratio threshold, and the signal level indicates a new gear at the determination moment when the debouncing timer reaches the debouncing time threshold, then the new gear is determined as the target gear.

[0045] In the above embodiments, the influence of mechanical ringing caused by violent gear shifting or aging of metal contacts on gear position judgment can be avoided. The dynamic setting of the anti-shake time threshold can flexibly adjust the judgment criteria according to the vehicle's operating status, more accurately determine the target gear, and improve the accuracy and reliability of gear position detection.

[0046] This embodiment provides an adaptive and more interference-resistant dynamic de-shaking scheme. It dynamically adjusts the de-shaking time threshold for gear selection based on the vehicle's real-time operating status (engine speed / vehicle speed), and optimizes the gear selection rule to a comprehensive judgment combining "process stability" and "final state." Specifically, the processor continuously monitors the processed switching signal. When a gear change is detected, de-shaking timing is initiated. Simultaneously, at least one parameter from the vehicle's engine speed and vehicle speed is read, and the de-shaking time threshold is dynamically set based on the vehicle's current driving conditions. Within the de-shaking time threshold, the processor continuously monitors whether the processed switching signal stably points to the same new gear. A dual judgment rule of "effective duration percentage + end-time confirmation" is adopted: the duration of the new gear within the de-shaking time threshold exceeds a preset percentage threshold, such as 80% or 90% (or other values); and at the moment the de-shaking timer ends, the signal still indicates the new gear. Only when both conditions are met is the gear shift confirmed as effective and designated as the target gear. Some related technologies may employ fixed de-shaking time solutions, which are prone to misjudgment at high speeds with large vibrations, and slow to respond at idle speeds. Alternatively, ordinary de-shaking may only consider the level at the last moment, easily mistaking interference for a valid signal. In practical applications, for high-speed or high-RPM conditions (such as abrupt gear shifts during rapid acceleration for overtaking), the shifting mechanism experiences enormous mechanical impact energy. Although the contacts may close quickly, the resulting mechanical ringing amplitude is large, decays slowly, and can last for a long time (the strong physical impact leads to more persistent aftershocks). Therefore, a longer de-shaking time needs to be set to ensure the system has enough time to "wait" for the violent ringing to completely subside, thus avoiding misjudgment of gear instability due to unresolved ringing. For low-speed or low-RPM conditions (such as smooth starts and gentle gear shifts): the mechanical impact is small, and even if ringing occurs, its amplitude is small, decays quickly, and lasts for a short time. Therefore, a shorter de-shaking time can be used to achieve a rapid response. The solution in this embodiment can be dynamically optimized according to vehicle conditions. Under complex conditions (such as off-roading, rapid acceleration, and low-speed following), it has stronger anti-shaking ability and higher gear recognition accuracy than the fixed threshold algorithm. The algorithm in this embodiment can intelligently match the different requirements of signal stability for different driving conditions. While ensuring the filtering out of real shaking, it maximizes the response speed and achieves a dynamic optimal balance between reliability and real-time performance.

[0047] In an optional embodiment, a de-shaking time threshold is dynamically set based on the current operating parameters, including: setting a first de-shaking time threshold when the operating parameters meet a first condition, wherein the first condition is engine speed ≥ first speed threshold, or vehicle speed ≥ first vehicle speed threshold; setting a second de-shaking time threshold when the operating parameters meet a second condition but not the first condition, wherein the second condition is second speed threshold ≤ engine speed < first speed threshold, or second vehicle speed threshold ≤ vehicle speed < first vehicle speed threshold; setting a third de-shaking time threshold when the operating parameters do not meet the first and second conditions, wherein the third de-shaking time threshold < the second de-shaking time threshold < the first de-shaking time threshold.

[0048] In the above embodiments, the anti-vibration time threshold can be dynamically set according to the current operating parameters such as the vehicle engine speed and vehicle speed. A longer anti-vibration time threshold is set when the engine speed is high or the vehicle speed is high, a moderate anti-vibration time threshold is set when the engine speed and vehicle speed are in the middle range, and a shorter anti-vibration time threshold is set when the engine speed is low and the vehicle speed is slow. This can more accurately eliminate the influence of mechanical vibration during the gear shifting process, improve the accuracy and reliability of gear detection, and avoid gear misjudgment, feedback delay, or gear confusion caused by violent gear shifting or contact aging.

[0049] Based on the different ranges of vehicle operating parameters (engine speed, vehicle speed), this embodiment divides the anti-shake time threshold into three levels: high, medium, and low. The threshold size is positively correlated with the risk of vibration under operating conditions. The larger the threshold, the longer the allowed signal stability confirmation time. The first condition (high dynamic condition): engine speed ≥ first speed threshold (e.g., 6000 rpm, or other values), or vehicle speed ≥ first vehicle speed threshold (e.g., 80 km / h, or other values), indicates that the vehicle is in a dynamic scenario such as high-speed driving and high-speed gear shifting. At this time, mechanical vibration may be greater due to inertia and impact, and the shaking duration is relatively longer. The second condition (medium dynamic condition): second speed threshold (e.g., 3000 rpm, or other values) ≤ speed < first speed threshold, or second vehicle speed threshold (e.g., 30 km / h, or other values) ≤ vehicle speed < first vehicle speed threshold, indicates medium-speed driving and medium-speed gear shifting, with a medium risk of shaking. The third condition (low dynamic condition): the first and second conditions are not met (i.e., speed < second speed threshold and vehicle speed < second vehicle speed threshold), indicating low-speed, idling, or stationary gear shifting, with small mechanical vibration and the lowest risk of shaking. Based on the risk of vibration under operating conditions, set anti-vibration time thresholds that satisfy the condition that the third anti-vibration time threshold < the second anti-vibration time threshold < the first anti-vibration time threshold. For example, the third anti-vibration time threshold = 10ms (or other time value), the second anti-vibration time threshold = 30ms (or other time value), and the first anti-vibration time threshold = 40ms (or other time value). That is: High dynamic operating conditions (first condition): Set the maximum threshold (first anti-vibration time threshold) to allow more time to confirm signal stability (to handle possible long vibrations); Medium dynamic operating conditions (second condition): Set a medium threshold (second anti-vibration time threshold) to balance response speed and reliability; Low dynamic operating conditions (third condition): Set the minimum threshold (third anti-vibration time threshold) for quick gear confirmation (low vibration risk, no need for excessive waiting). It should be noted that the above is only an example. In practical applications, the first to third conditions or the corresponding anti-vibration time thresholds can be adjusted according to different vehicle models and operating conditions. Related technologies cannot precisely distinguish the jitter differences in different scenarios such as high dynamic, medium dynamic, and low dynamic. This may lead to misjudgment due to an excessively short threshold in high dynamic scenarios or delay due to an excessively long threshold in low dynamic scenarios. This embodiment strictly matches the anti-shake time with the jitter risk, which avoids misjudgment in high dynamic scenarios and reduces delay in low dynamic scenarios.

[0050] In an optional embodiment, the signal processing unit includes multiple independent signal processing channels, each of which is electrically connected to a gear position contact of a vehicle switch-type gear position sensor. Each signal processing channel includes: a clamping protection circuit, the input of which is electrically connected to the corresponding gear position contact, for overvoltage and negative voltage clamping protection of the switching signal input to the corresponding gear position contact; a filtering circuit, the input of which is electrically connected to the output of the clamping protection circuit, for low-pass filtering of the clamped switching signal to filter out high-frequency interference and mechanical ringing signals in the switching signal; and a shaping circuit, the input of which is electrically connected to the output of the filtering circuit, for waveform shaping of the filtered switching signal, outputting a rectangular wave signal with steep edges to the processor.

[0051] In the above embodiments, the signal processing unit uses multiple independent signal processing channels connected to the corresponding contacts of each gear position, which can process the switching signals of each gear position separately; the clamping protection circuit provides overvoltage and negative voltage clamping protection for the switching signals to prevent signal abnormalities from damaging subsequent circuits; the filtering circuit performs low-pass filtering on the switching signals to filter out high-frequency interference and mechanical ringing signals, thereby reducing signal interference; the shaping circuit shapes the waveform of the filtered switching signals and outputs a rectangular wave signal with steep edges to the processor, making the signal more regular and easier for the processor to process accurately, thereby improving the accuracy and reliability of gear position detection.

[0052] The signal processing unit in this embodiment performs a full-process "protection-purification-regulation" of the raw contact signals from the switch-type gear position sensor through multiple independent channels and a three-level cascaded circuit. This provides high-quality input for subsequent debouncing and gear position determination by the processor. Specifically, the signal processing unit includes multiple independent signal processing channels corresponding one-to-one with the number of gear position contacts (e.g., 7 channels for 7 gear positions). Each channel processes the signal of only one gear position contact, avoiding crosstalk between signals from different gear positions (e.g., leakage interference from adjacent contacts). Clamping protection circuit: The input terminal is connected to the gear position contact. Through components such as Zener diodes and current-limiting resistors, the input voltage is clamped within a safe range (e.g., 0~5V), eliminating overvoltage (e.g., voltage spikes generated by contact ignition) and negative voltage (e.g., back EMF induced in the circuit), preventing damage to subsequent circuits. Filtering circuit: The input terminal is connected to the output terminal of the clamping protection circuit. A low-pass filter (e.g., RC low-pass filter) is used to filter out high-frequency interference (e.g., engine electromagnetic radiation) and mechanical ringing signals, retaining the effective low-frequency switching signal. Shaping circuit: The input terminal connects to the output terminal of the filter circuit. Using devices such as Schmitt triggers and comparators, it shapes the filtered irregular waveform (such as residual ringing fluctuations or signals with gradually changing edges) into a standard rectangular wave with steep edges (clearly distinguishable high / low levels), facilitating rapid level identification by the processor. In related technologies, the contact signals of switch-type gear position sensors are easily affected by overvoltage / negative voltage, high-frequency interference (such as radiation from automotive electronic devices), and mechanical ringing (repeated on / off oscillations of the contacts caused by gear shifting vibration), resulting in distorted signal waveforms and excessive noise. Direct input to the processor can easily lead to misjudgments. This embodiment eliminates overvoltage / negative voltage threats through clamping protection, filters out high-frequency interference and mechanical ringing through the filtering circuit, and outputs a standard rectangular wave through the shaping circuit. The original signal is transformed from "noisy and distorted" to "clean and regular," providing a reliable input for the processor's debouncing. For example, mechanical ringing signals (such as those with a frequency > 1kHz) can be completely filtered out after low-pass filtering (with a cutoff frequency set to 100Hz), avoiding "prolonged signal stabilization time" caused by ringing. The clamping protection circuit limits abnormal voltage to a safe range, preventing the processor and subsequent circuits from burning out due to overvoltage, which is especially suitable for older vehicles with aging contacts.

[0053] As an alternative implementation, the signal processing unit includes multiple independent signal processing channels, each electrically connected to a gear position contact of the vehicle's switch-type gear position sensor. Each signal processing channel includes: a clamping protection circuit, whose input is electrically connected to the corresponding gear position contact, used to provide overvoltage and negative voltage clamping protection for the switching signal input to the corresponding gear position contact; a shaping circuit, whose input is electrically connected to the output of the clamping protection circuit, used to shape the waveform of the clamped switching signal and output a rectangular wave signal with steep edges; and a filtering circuit, whose input is electrically connected to the output of the shaping circuit, used to perform low-pass filtering on the shaped rectangular wave signal to filter out high-frequency interference and residual mechanical ringing signals, and output the corresponding processed switching signal to the processor. In this embodiment, each switching signal is clamped first, then shaped, and then low-pass filtered. Further details are omitted here.

[0054] In an optional embodiment, the clamping protection circuit includes a bidirectional Zener diode; the filtering circuit is an RC low-pass filter circuit, the parameters of the resistor and capacitor of the RC low-pass filter circuit are configured such that the cutoff frequency is lower than the minimum value of the mechanical ringing frequency of the vehicle switch-type gear position sensor, wherein the resistor of the RC low-pass filter circuit is an adjustable resistor.

[0055] In the above embodiments, the bidirectional Zener diode can provide overvoltage and negative voltage clamping protection for the switching signal; the RC low-pass filter circuit can filter out high-frequency interference and mechanical ringing signals in the switching signal, and its resistance and capacitance parameters are configured so that the cutoff frequency is lower than the minimum value of the mechanical ringing frequency of the vehicle switch-type gear position sensor, which can effectively suppress mechanical ringing; the adjustable resistor makes it easy to adjust the parameters of the filter circuit according to the actual situation to adapt to different working environments and needs.

[0056] This embodiment further enhances the reliability and adaptability of signal processing by using a bidirectional Zener diode for omnidirectional clamping protection and an adjustable RC low-pass filter for precise ringing suppression. A bidirectional Zener diode (such as a 5.6V bidirectional diode or other Zener diodes with different voltage levels) is used as the core clamping component, with its two ends connected to the signal line of the position contact and the reference ground, respectively. When the contact signal experiences abnormal positive overvoltage (e.g., >5.6V) or negative overvoltage (e.g., <-5.6V) due to arcing, induction, etc., the Zener diode reverses and conducts, forcibly clamping the voltage within the ± Zener value range (e.g., ±5.6V). This simultaneously protects against positive and negative overvoltages, preventing damage to subsequent circuits (filtering, shaping, and processing) due to voltage exceeding limits. An RC low-pass filter network, consisting of a resistor (R) and a capacitor (C) connected in series (e.g., the resistor is connected in series in the signal path, and the capacitor is grounded), is used to filter out noise by utilizing the capacitor's characteristic of "passing low frequencies and blocking high frequencies." By configuring the R and C parameters, the filter's cutoff frequency (fc=1 / (2πRC)) is made lower than the minimum value of the mechanical ringing frequency of the vehicle's on / off gear position sensor (e.g., if the ringing frequency range is 2kHz~5kHz, then fc is set to 1kHz), ensuring that all ringing signals (high-frequency components) are attenuated and filtered out. An adjustable resistor (such as a digital potentiometer or a digitally adjustable resistor) is used, allowing for fine-tuning of the R value later based on the actual ringing characteristics, dynamically optimizing the cutoff frequency, and adapting to different vehicle models or aging sensors (where the ringing frequency may drift).

[0057] In an optional embodiment, the shaping circuit includes a Schmitt trigger, the difference between the positive and negative threshold voltages of which is greater than the voltage fluctuation amplitude of the switching signal during mechanical ringing.

[0058] In the above embodiments, the signal processing unit can collect the switching signals of each gear position and perform clamping protection, filtering and shaping processing on the switching signals. The processor performs debouncing processing on the processed switching signals to determine the target gear position of the vehicle, and then outputs the gear position signal corresponding to the target gear position to the vehicle's instrument panel through the signal output unit. Among them, a Schmitt trigger is used as the shaping circuit, and the difference between its positive threshold voltage and negative threshold voltage is greater than the voltage fluctuation amplitude of the switching signal during mechanical ringing. This ensures that a rectangular wave signal with steep edges can be output to the processor, avoiding the influence of voltage fluctuations during mechanical ringing, reducing signal interference, and improving the accuracy of signal processing.

[0059] This embodiment utilizes a Schmitt trigger and precise hysteresis voltage design to standardize and shape the filtered signal, completely suppressing residual mechanical ringing interference. The core component of the shaping circuit is the Schmitt trigger. The hysteresis voltage of the Schmitt trigger (the difference between the positive and negative threshold voltages) must be greater than the voltage fluctuation amplitude of the switching signal during mechanical ringing. After the filtering circuit removes most high-frequency ringing, even if small-amplitude noise fluctuating around a certain voltage reference remains due to mechanical ringing, it will be "shielded" by the hysteresis voltage of the Schmitt trigger. This is because only when the signal voltage fluctuation exceeds the hysteresis voltage (i.e., the effective signal for actual gear switching) will the Schmitt trigger output level jump, ultimately outputting a standard rectangular wave with steep edges and no jitter for processor sampling. This enhances signal stability, outputs a clean, jitter-free square wave signal to the processor, reduces the burden of software debouncing, and solves the problem of jitter in the shaped waveform causing misjudgment by the processor.

[0060] In an optional embodiment, the processor is further configured to: diagnose the fault state of the vehicle switch-type gear position sensor based on the switching signal levels output by the shaping circuit; determine that the vehicle switch-type gear position sensor has a contact adhesion fault when it is detected that more than one gear's switching signal is simultaneously at an active level, and the state of more than one gear's simultaneous active switching signal lasts for more than a first preset time; determine that the vehicle switch-type gear position sensor has an open circuit fault or a poor contact fault when it is detected that all gear's switching signals are at an inactive level, and the vehicle is determined to be in a non-neutral driving state based on the vehicle's operating parameters; the processor is further configured to: output fault indication information through the signal output unit when it is determined that there is a contact adhesion fault, an open circuit fault, or a poor contact fault.

[0061] In the above embodiments, the signal processing unit collects the switch signals of each gear position and performs clamping protection, filtering, and shaping processing. The processor receives the processed switch signals, performs debouncing processing to determine the target gear position, and outputs the corresponding gear position signal to the vehicle instrument panel through a single output interface or CAN bus according to the target gear position control signal output unit. On this basis, the processor diagnoses the fault status of the switch-type gear position sensor based on the switch signal level output by the shaping circuit. It can detect contact adhesion faults, open circuit faults, or poor contact faults, and output fault indication information through the signal output unit. This can promptly detect sensor faults and improve vehicle safety.

[0062] This embodiment, based on the rectified clear switch signal level and combined with vehicle operating parameters, achieves proactive diagnosis and alarm for gear position sensor fault status. The processor monitors the independent switch signal levels output by the rectification circuit in real time (each corresponding to one gear position; high / low level indicates contact on / off state), and identifies two typical faults through preset rules. Contact adhesion fault: Under normal circumstances, only one gear position contact of the gear position sensor is connected (effective level) at any given time. If ≥2 gear position signals are simultaneously effective, and this state lasts for more than a first preset time, such as 200ms (or other duration to avoid short-term interference and misjudgment), then it is determined that the contact is adhered due to aging, burning, or other reasons. Open circuit / poor contact fault: Under normal circumstances, at least one gear signal should be valid when the vehicle is in motion (e.g., the D gear signal should be at an active level when driving in D gear). If all gear signals are at an invalid level (no contact), and the vehicle is determined to be in non-neutral driving mode based on vehicle operating parameters (e.g., vehicle speed > 0 km / h or 5 km / h, engine speed > idle speed), then the sensor is considered to have an open circuit (broken circuit) or poor contact (oxidized or loose contacts). Once the above fault is determined, the processor immediately controls the signal output unit (e.g., via a single wire or CAN bus) to output fault indication information (e.g., fault code, text prompt "gear sensor fault") to the instrument panel or other control units, triggering an alarm (instrument panel warning light illuminates, central control screen displays fault). Related technologies only focus on signal level changes to determine gear position. If multiple gear position contacts stick together due to aging, the instrument panel may display incorrectly or misjudge a specific gear, leading to driver misoperation. If the sensor circuit is open or the contacts have poor contact, all gear position signals will be invalid, posing a safety risk. This embodiment accurately identifies sticking faults by using the dual conditions of "multiple gears simultaneously effective + duration" (to avoid brief interference), avoiding misjudgment. Simultaneously, it combines "all invalid levels + non-neutral driving parameters" to distinguish between "normal neutral (all invalid but vehicle speed = 0)" and "fault state (all invalid but vehicle speed > 0)," preventing missed detections. When a fault occurs, it immediately outputs an indication message (such as the instrument panel displaying "Gear position sensor fault, please check"), reminding the driver to stop or repair the sensor promptly, avoiding gear misdisplay, misoperation, or even safety accidents caused by sensor malfunction.

[0063] In an optional embodiment, the processor is further configured to: acquire a braking signal characterizing the vehicle's braking state; when the vehicle is determined to be in an emergency braking condition based on the braking signal, initiate a safety maintenance mode; in the safety maintenance mode, the processor suspends updating the target gear based on the processed switch signal, and controls the signal output unit to continuously output the gear signal determined before entering the safety maintenance mode, for at least a first safety time; after the first safety time ends, the processor exits the safety maintenance mode and resumes the operation of debouncing the processed switch signal to determine the vehicle's target gear, and outputting the gear signal corresponding to the target gear.

[0064] In the above embodiments, the signal processing unit can collect the switch signals of each gear position and perform clamping protection, filtering and shaping processing. The processor receives the processed switch signals, performs debouncing processing to determine the target gear position, and the signal output unit outputs the corresponding gear position signal according to the target gear position. When the vehicle is in an emergency braking condition, the safety maintenance mode is activated, the target gear position is paused, and the gear position signal before entering the safety maintenance mode is continuously output. This can avoid gear position misjudgment during emergency braking and ensure the stability and safety of the vehicle gear position display. After the first safety time ends, the normal gear position determination and output operation is restored.

[0065] During emergency braking, the "Safety Maintenance Mode" freezes the gear output to prevent incorrect gear updates due to signal jitter or misoperation, ensuring that critical vehicle systems (such as braking and transmission) operate based on stable gears. The processor acquires braking signals in real time (such as brake pedal opening, brake fluid pressure, ABS activation indicator, etc.). When a signal indicates that the vehicle is in an emergency braking condition, a safety strategy is triggered, i.e., entering the Safety Maintenance Mode. In this mode: the processor suspends updating the target gear and no longer responds to changes in the gear signal; it maintains the gear signal output at the moment before braking and continues for at least a first safe time (e.g., 1-3 seconds, or other time); only after the first safe time ends does normal de-jittering, gear recognition, and output resume. In other words, during emergency braking, the gear display is forcibly "frozen," preventing jumps and misjudgments to ensure driving safety. This gives the gear processing module "scenario awareness" and "anti-extreme interference" capabilities, ensuring that the critical parameter of gear information remains accurate during safety-critical emergency braking, providing a solid foundation for vehicle dynamic stability control.

[0066] In an optional embodiment, the signal processing unit further includes an environmental parameter sensor for detecting the ambient temperature and vibration intensity of the environment in which the vehicle gear shifting module is located. The processor is electrically connected to the environmental parameter sensor and is configured to: dynamically adjust the cutoff frequency of the filter circuit and / or the hysteresis voltage of the shaping circuit based on the detected environmental parameters, including ambient temperature and vibration intensity. Specifically, when the ambient temperature is lower than a preset temperature threshold, the cutoff frequency of the filter circuit is reduced by increasing the resistance value of the filter circuit; when the vibration intensity is higher than a preset vibration threshold, the hysteresis voltage of the shaping circuit is increased by adjusting the reference voltage of the shaping circuit to resist vibration interference.

[0067] In the above embodiments, the ambient temperature and vibration intensity of the environment in which the vehicle gear processing module is located are detected by an environmental parameter sensor. The processor dynamically adjusts the cutoff frequency of the filter circuit and the hysteresis voltage of the shaping circuit according to the detected ambient temperature and vibration intensity, which can enhance the ringing suppression capability at low temperatures, resist vibration interference, and improve the accuracy and reliability of vehicle gear detection.

[0068] This embodiment uses environmental parameter sensors to perceive the external environment (temperature, vibration) in real time, and the processor dynamically adjusts the cutoff frequency of the filter circuit and the hysteresis voltage of the shaping circuit to ensure that signal processing is always adapted to the current environment and to ensure stable signal quality. An environmental parameter sensor is added to the signal processing unit to detect the ambient temperature and vibration intensity of the module's environment in real time; the processor performs closed-loop adjustment of key parameters of the filter circuit (RC low-pass) and the shaping circuit (Schmitt trigger) based on the environmental parameters. Low-temperature environment adaptation (ambient temperature < preset temperature threshold, such as 0℃): Low temperatures may cause capacitance drift (increased capacitance) and mechanical contact contraction, exacerbating ringing. The processor increases the resistance value of the filter circuit (e.g., adjusting the RC filter resistor from 1kΩ to 2kΩ). According to the cutoff frequency formula fc=1 / (2πRC), increased resistance → decreased cutoff frequency (e.g., from 1kHz to 500Hz), enhancing the suppression of low-frequency ringing. Strong vibration environment adaptation (vibration intensity > preset vibration threshold, such as acceleration > 5m / s²). 2 Strong vibrations can exacerbate the mechanical jitter of the shifting mechanism, leading to increased signal fluctuation amplitude. The processor increases the hysteresis voltage (ΔV=VT) by adjusting the reference voltage of the shaping circuit (Schmitt trigger). + -VT - (For example, adjusting from 3V to 5V) requires a larger fluctuation in the input signal to trigger the flip, resisting vibration interference. In low-temperature scenarios, lowering the cutoff frequency ensures that low-frequency ringing is filtered out, avoiding signal distortion; in strong vibration scenarios, increasing the hysteresis voltage makes the shaping circuit immune to small fluctuations, outputting a stable rectangular wave with steep edges. Dynamic adjustment avoids overload of fixed parameters in extreme environments (such as ringing penetration caused by high cutoff frequency at low temperatures), reduces the risk of signal processing unit failure due to long-term stress, and extends the module's service life. This embodiment monitors the physical environment of the vehicle gear processing module in real time through environmental sensors, and dynamically optimizes the parameters of the front-end hardware processing circuit accordingly, so that the system's anti-interference performance can automatically adjust with changes in the external environment, achieving optimal performance under all operating conditions. This solution solves two major "environment-dependent" pain points in motorcycle gear detection: low-temperature conditions (such as winter riding): gear display errors and shifting delays (due to insufficient ringing suppression); strong vibration conditions (such as off-road and bumpy roads): gear signal flickering and misjudgment (due to incomplete vibration interference filtering).

[0069] In an optional embodiment, the processor is further configured to: the target signal processing channel is any signal processing channel; for the target signal processing channel, monitor the voltage waveform at the input of the corresponding shaping circuit; count the number of times the voltage waveform crosses the hysteresis voltage band of the Schmitt trigger in the target signal processing channel within a preset time window, as the contact disturbance frequency of the target signal processing channel, wherein the shaping circuit corresponding to the target signal processing channel includes a Schmitt trigger; evaluate the contact state of the corresponding gear contact of the target signal processing channel based on the contact disturbance frequency; when the contact disturbance frequency exceeds a preset degradation frequency threshold, perform at least one of the following operations: extend the debouncing time threshold used in the debouncing process for the gear corresponding to the target signal processing channel; and output warning information indicating the degradation of the gear sensor contact state corresponding to the target signal processing channel through a signal output unit.

[0070] In the above embodiments, the voltage waveform at the input of the shaping circuit can be monitored, and the number of times the voltage waveform crosses the hysteresis voltage band of the Schmitt trigger can be counted to obtain the contact disturbance frequency, thereby evaluating the contact state of the gear position contact. When the contact disturbance frequency exceeds the preset deterioration frequency threshold, the debounce time threshold used for the corresponding gear position debounce processing can be extended to improve the accuracy of gear position determination. It can also output early warning information on the deterioration of the gear position sensor contact state to remind maintenance and inspection.

[0071] This embodiment quantifies the contact stability of the gear position contacts by monitoring the voltage waveform disturbance at the input of the shaping circuit, achieving closed-loop management of "early degradation warning" and "dynamic anti-disturbance adjustment". For any signal processing channel (each channel corresponds to one gear position contact), the processor monitors the voltage waveform at the input of the shaping circuit of that channel in real time (i.e., the irregular signal output by the filter circuit and input to the Schmitt trigger); it counts the number of times the voltage waveform crosses the hysteresis voltage band of the Schmitt trigger within a preset time window, defining it as the contact disturbance frequency (contact wear and oxidation will lead to increased jitter and more crossings); the hysteresis voltage band of the Schmitt trigger is the negative threshold (VT). - ) to the positive threshold (VT) + The input voltage fluctuates within a voltage range between (a, b, and c), which may trigger a Schmitt trigger state flip (jitter). Within a preset time window (e.g., 1 second, or other time), the statistical voltage waveform crosses the hysteresis voltage band boundary (VT). - or VT +The total number of times (i.e., the number of times the switch enters / leaves the hysteresis band) is defined as the "contact disturbance frequency," which reflects the degree of contact jitter caused by oxidation, loosening, etc. (the higher the frequency, the more unstable the contact). The processor determines the contact status of the corresponding gear contact based on the contact disturbance frequency. The lower the disturbance frequency, the better the contact status; the higher the frequency, the more severe the degradation. When the contact disturbance frequency exceeds the preset degradation frequency threshold, the processor performs at least one operation to achieve proactive response. Adaptive anti-interference: For this gear, the debouncing time threshold used in the corresponding debouncing processing in the aforementioned embodiment is extended to offset the jitter interference caused by contact degradation. For example, it is extended by 5-8ms, or extended to 1.1-1.2 times the original threshold. Early warning: Through the signal output unit, an early warning information of contact degradation for this gear is output to the instrument to remind the user to perform timely maintenance. This embodiment enables early prediction of contact degradation, upgrading the maintenance mode from "passive repair" to "proactive early warning," preventing degradation from escalating into obvious faults, reducing maintenance costs and driving safety hazards; it can accurately locate degraded gears, clearly informing users which contact requires maintenance, improving maintenance efficiency and avoiding blind repairs; the adaptive optimization after degradation (extending the de-jitter time) can effectively counteract the interference caused by contact jitter, ensuring the accuracy of gear detection in the early stages of degradation, and avoiding gear misjudgment and display jumps caused by slight degradation; it adapts to different degrees of contact degradation, taking into account both "short-term anti-interference" and "long-term maintenance reminders," improving the module's lifespan and user experience.

[0072] This application also provides a vehicle gear position display system, such as Figure 4 As shown, the vehicle gear processing module, which includes any of the foregoing embodiments, also includes a switch-type gear sensor and an instrument.

[0073] The above description is merely an exemplary embodiment of this disclosure and should not be construed as limiting the scope of this disclosure. Any equivalent changes and modifications made in accordance with the teachings of this disclosure shall still fall within the scope of this disclosure. Other embodiments of this disclosure will be readily apparent to those skilled in the art upon consideration of the disclosure herein.

[0074] This application is intended to cover any variations, uses, or adaptations of this disclosure that follow the general principles of this disclosure and include common knowledge or customary techniques in the art that are not described in this disclosure.

Claims

1. A vehicle gear shifting module, characterized in that, include: The signal processing unit is electrically connected to each gear contact of the vehicle switch-type gear position sensor. The signal processing unit is used to collect the switching signals of each gear position and to perform clamping protection, filtering and shaping processing on the switching signals. A processor, electrically connected to the signal processing unit, is configured to: receive a switching signal processed by the signal processing unit, and perform debouncing processing on the processed switching signal to determine the target gear of the vehicle; A signal output unit is electrically connected to the processor, which is further configured to control the signal output unit according to the determined target gear position, and output a gear position signal corresponding to the target gear position to the vehicle's instrument panel via a single output interface or CAN bus.

2. The vehicle gear shifting module according to claim 1, characterized in that, The processor is configured to debouncing the processed switching signal to determine the target gear of the vehicle in the following manner: The processed switch signal is continuously monitored. When the signal level indicates a different gear position than the original gear position, the debounce timing is started. Obtain the current operating parameters of the vehicle, the operating parameters including at least one of engine speed and vehicle speed; Based on the current operating parameters, a debouncing time threshold is dynamically set; After the debounce timing is started, the processed switch signal is continuously monitored; If the signal level indicates that the duration of the new gear is greater than a preset ratio threshold within the de-shake time threshold, and the gear indicated by the signal level is the new gear at the determination time when the de-shake timer reaches the de-shake time threshold, then the new gear is determined as the target gear.

3. The vehicle gear shifting module according to claim 2, characterized in that, Based on the current operating parameters, a debouncing time threshold is dynamically set, including: When the operating parameters meet the first condition, a first de-shaking time threshold is set, wherein the first condition is that the engine speed is ≥ the first speed threshold, or the vehicle speed is ≥ the first vehicle speed threshold. When the operating parameters meet the second condition but do not meet the first condition, a second de-shaking time threshold is set, wherein the second condition is a second speed threshold ≤ the engine speed < the first speed threshold, or a second vehicle speed threshold ≤ the vehicle speed < the first vehicle speed threshold. When the operating parameters do not meet the first and second conditions, a third debouncing time threshold is set. Wherein, the third de-shake time threshold is less than the second de-shake time threshold and the first de-shake time threshold.

4. The vehicle gear shifting module according to claim 2, characterized in that, The signal processing unit includes multiple independent signal processing channels, and each of the signal processing channels is electrically connected to a gear position contact of the vehicle switch-type gear position sensor. Each of the aforementioned signal processing channels includes: A clamping protection circuit, wherein the input terminal of the clamping protection circuit is electrically connected to the corresponding gear position contact, and is used to provide overvoltage and negative voltage clamping protection for the switching signal input to the corresponding gear position contact; A filtering circuit, wherein the input terminal of the filtering circuit is electrically connected to the output terminal of the clamping protection circuit, is used to perform low-pass filtering on the switch signal after clamping protection to filter out high-frequency interference and mechanical ringing signals in the switch signal; A shaping circuit, the input of which is electrically connected to the output of the filtering circuit, is used to shape the waveform of the filtered switching signal and output a rectangular wave signal with steep edges to the processor.

5. The vehicle gear shifting module according to claim 4, characterized in that, The clamping protection circuit includes a bidirectional Zener diode; The filtering circuit is an RC low-pass filter circuit. The parameters of the resistor and capacitor of the RC low-pass filter circuit are configured such that the cutoff frequency is lower than the minimum value of the mechanical ringing frequency of the vehicle switch-type gear position sensor. The resistor of the RC low-pass filter circuit is an adjustable resistor.

6. The vehicle gear shifting module according to claim 4, characterized in that, The shaping circuit includes a Schmitt trigger, the difference between the positive and negative threshold voltages of which is greater than the voltage fluctuation amplitude of the switching signal during mechanical ringing.

7. The vehicle gear shifting module according to claim 4, characterized in that, The processor is also configured to: Based on the switching signal levels output by the shaping circuit, the fault status of the vehicle switch-type gear position sensor is diagnosed. When it is detected that more than one gear switch signal is simultaneously active, and the state of more than one gear switch signal being simultaneously active continues for more than a first preset time, it is determined that the vehicle switch type gear position sensor has a contact adhesion fault. When all gear switch signals are detected to be invalid, and the vehicle is determined to be in a non-neutral driving state based on the vehicle operating parameters, it is determined that the vehicle switch-type gear sensor has an open circuit fault or poor contact fault. The processor is further configured to output fault indication information through the signal output unit when it is determined that there is a contact adhesion fault, an open circuit fault, or a poor contact fault.

8. The vehicle gear shifting module according to claim 1, characterized in that, The signal output unit includes: A resistor switch network, electrically connected to the processor, includes a plurality of resistors with different resistance values, equal to the number of gear positions, with each gear position contact corresponding to one resistor. When the vehicle's instrument cluster is not connected to the vehicle's CAN network, the processor is configured to: control the resistor switch network according to the determined target gear position, connecting one resistor in the resistor switch network corresponding to the target gear position between a single output interface of the vehicle gear position processing module and the vehicle ground terminal, such that a resistance value corresponding to the target gear position is formed between the single output interface and the vehicle ground terminal. The single output interface is used to connect to the gear position detection interface of the vehicle's instrument cluster. A CAN transceiver, electrically connected to the processor, is configured, when the vehicle's instrument cluster is connected to the vehicle's CAN network, to send a CAN message containing the target gear to the vehicle's instrument cluster via the CAN transceiver.

9. The vehicle gear shifting module according to claim 1, characterized in that, The processor is also configured to: Acquire braking signals that characterize the vehicle's braking state; When the vehicle is determined to be in an emergency braking condition based on the braking signal, a safety maintenance mode is activated. In the safety maintenance mode, the processor suspends updating the target gear according to the processed switch signal, and controls the signal output unit to continuously output the gear signal determined before entering the safety maintenance mode, for at least a first safety time. After the first safety time expires, the processor exits the safety maintenance mode and resumes the operation of debouncing the processed switch signal to determine the target gear of the vehicle and outputting the gear signal corresponding to the target gear.

10. A vehicle gear position display system, characterized in that, The vehicle gear processing module includes any one of claims 1 to 9, and further includes the switch-type gear sensor and the instrument.

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