Gear select modules with intention detector

Abstract

Gear Select Modules (GSMs) are proposed. The GSMs comprise a GSM controller, an intention detector to detect a gear shift movement intention of a driver, a haptic human machine interface (HMI), in communication with the GSM controller and a gear shifting mechanism. The GSM controller is configured to autonomously instruct the haptic HMI to control the gear shifting mechanism between detection of the gear shift change intention and until the GSM controller receives an actuation signal from a transmission control module (TCM). Automatic powertrain command systems with the proposed GSMs are also proposed and also vehicles with the proposed automatic powertrain command systems.

Claims

1. A Gear Select Module (GSM) comprising: a gear shifting mechanism, comprising a gear shifter; a GSM controller; an intention detector, coupled to the GSM controller, to detect an intention of a driver to change the gear shift of the gear shifting mechanism; and a haptic human machine interface (HMI), in communication with the GSM controller; wherein the GSM controller is configured to autonomously instruct the haptic HMI to control the gear shifting mechanism between detection of the gear shift change intention and until the GSM controller receives an actuation signal from a transmission control module (TCM), and wherein the haptic HMI is controllable through a pulse width modulation (PWM) signal.

2. The GSM according to claim 1, wherein the GSM controller is configured to transmit the detected gear shift change intention to the TCM and receive the actuation signal.

3. The GSM according to claim 1, wherein the haptic HMI comprises an actuator.

4. The GSM according to claim 1, wherein the gear shifting mechanism is controllable through the haptic HMI between an off position corresponding to 0% of a duty cycle of the PWM signal and a block position corresponding to 100% of the duty cycle of the PWM signal.

5. The GSM according to claim 1, wherein the GSM controller comprises a table of prohibited position shift definitions.

6. A method of controlling vehicle gear shifting at a Gear Select Module (GSM), comprising: identifying a current gear shift position; identifying a change intention from the current gear shift position to a new gear shift position; executing a GSM autonomous control strategy between detection of the gear shift change intention and until reception of an actuation signal from a transmission control module (TCM); transmitting the identified change intention to the TCM; receiving a control strategy from the TCM; and switching from the GSM autonomous control strategy to the control strategy when a TCM control strategy is received.

7. The method according to claim 6, wherein identifying an intention to change gear shift position to a new gear shift position comprises identifying at least one or more of (i) identifying a movement from the current gear shift position to the new gear shift position, (ii) identifying a contact of a driver with the gear shift, (iii) identifying an approaching movement towards the gear shift, (iv) identifying a temperature change at the gear shift, and (v) identifying a change of pressure at the gear shift.

8. A computer program product embodied in a non-transitory computer readable medium that is programmed for controlling vehicle gear shifting at a Gear Select Module (GSM), the computer-program product comprising instructions for: identifying a current gear shift position; identifying a change intention from the current gear shift position to a new gear shift position; and executing a GSM autonomous control strategy between detection of the gear shift change intention and until reception of an actuation signal from a transmission control module (TCM).

9. The computer program product of claim 8, further comprising instructions for: transmitting the identified change intention to the TCM; receiving a command from the TCM; and switching from the GSM autonomous control strategy to a TCM control strategy when the TCM control strategy is received.

10. The computer program product of claim 8, wherein the instructions for identifying a change intention comprises instructions for identifying the change intention from the current gear shift position to the new gear shift position as a prohibited change or for identifying a prohibited vehicle state for the change intention.

11. The computer program product of claim 10, wherein the instructions for identifying the change intention from the current gear shift position to the new gear shift position as a prohibited change intention includes instructions for looking up a table with prohibited gear shift change position pairs.

12. The computer program product of claim 10, wherein the instructions for identifying a prohibited vehicle state for the change intention includes instructions for identifying a vehicle speed.

13. The computer program product of claim 8, wherein the instructions for identifying an intention to change shift position to a new gear shift position includes instructions for identifying at least one of (i) a movement from the current gear shift position to the new gear shift position, (ii) a change of pressure in the gear shift, and (iii) a change of temperature in the gear shift.

14. The computer program product of claim 8, wherein the instructions for executing a GSM autonomous control strategy includes instructions for one or more of (i) blocking the change from the current gear shift position to the new gear shift position, (ii) adding additional effort to change from the current gear shift position to the new gear shift position, and (iii) vibrating the GSM.

15. A method of controlling vehicle gear shifting at a Gear Select Module (GSM), comprising: identifying a current gear shift position; identifying a change intention from the current gear shift position to a new gear shift position; and executing a GSM autonomous control strategy between detection of the gear shift change intention and until reception of an actuation signal from a transmission control module (TCM), wherein identifying the change intention comprises identifying an intention to change from the current gear shift position to the new gear shift position as a prohibited change intention or identifying a prohibited vehicle state for the change intention.

16. The method according to claim 15, wherein identifying a change intention as the prohibited change intention comprises looking up a table with prohibited gear shift change position pairs.

17. The method according to 32, wherein identifying the prohibited vehicle state for the change intention comprises identifying a vehicle speed.

18. The method according to claim 15, wherein identifying the intention to change gear shift position to a new gear shift position comprises identifying at least one or more of (i) identifying a movement from the current gear shift position to the new gear shift position, (ii) identifying a contact of a driver with the gear shift, (iii) identifying an approaching movement towards the gear shift, (iv) identifying a temperature change at the gear shift, and (v) identifying a change of pressure at the gear shift.

19. A method of controlling vehicle gear shifting at a Gear Select Module (GSM), comprising: identifying a current gear shift position; identifying a change intention from the current gear shift position to a new gear shift position; and executing a GSM autonomous control strategy between detection of the gear shift change intention and until reception of an actuation signal from a transmission control module (TCM), wherein executing the GSM autonomous control strategy comprises one or more of (i) blocking the change from the current gear shift position to the new gear shift position, (ii) increasing the difficulty to change from the current gear shift position to the new gear shift position, and (iii) vibrating the GSM.

20. The method according to claim 19, wherein identifying an intention to change gear shift position to a new gear shift position comprises identifying at least one or more of (i) identifying a movement from the current gear shift position to the new gear shift position, (ii) identifying a contact of a driver with the gear shift, (iii) identifying an approaching movement towards the gear shift, (iv) identifying a temperature change at the gear shift, and (v) identifying a change of pressure at the gear shift.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) Non-limiting examples of the present disclosure will be described in the following, with reference to the appended drawings, in which:

(2) FIG. 1 schematically illustrates a powertrain architecture with a TCM master and a GSM slave configuration;

(3) FIG. 2A schematically illustrates a GSM according to an example;

(4) FIG. 2B schematically illustrates a powertrain architecture according to an example;

(5) FIG. 3 schematically illustrates a flowchart of a GSM algorithm according to an example;

(6) FIG. 4 schematically illustrates a shifting scenario in a multistable GSM;

(7) FIG. 5 schematically illustrates a shifting scenario in a monostable GSM; and

(8) FIG. 6 schematically illustrates a flowchart of a method of controlling vehicle gear shifting at a GSM according to an example.

DETAILED DESCRIPTION OF EXAMPLES

(9) FIG. 1 schematically illustrates a typical powertrain architecture. Powertrain 100 comprises GSM 110, TCM 120 and a bus 105. In typical powertrains, such as powertrain 100, the GSM 110 receives status data (e.g. Key Status) and/or gear data from the bus 105. The data received may comprise the gear presently engaged, an indication of a gear change or an intention of a gear change. A movement detector 112 identifies a gear shift movement intention. The GSM 110 in traditional powertrain systems comprises a slave unit 114 that receives the status or gear data and retransmits it to the TCM 120. The TCM 120 in traditional powertrain systems is a master unit that receives the transmitted data and processes the data to verify that the requested change is allowable. Then the TCM 120 master unit may send an actuation command to the GSM slave unit 114. This command may comprise instructions to allow (or not) shifting based on the gear request. The slave unit 114 may then instruct a haptic HMI 116 that may be a shift-by-wire (SBW) haptic HMI, to act accordingly. If the gear shifting is allowable then the gear shift mechanism 118 may be enabled and the new gear shift position may be registered. Otherwise the haptic HMI 116 may lock, detent or detect end of travel.

(10) FIG. 2A schematically illustrates a proposed GSM 210 according to an example. The proposed GSM 210 may comprise a GSM controller 214, an intention detector 212 coupled to the GSM controller 214 and to a gear shifting mechanism 218, to detect a gear shift intention of a driver at the gear shifting mechanism 218. The proposed GSM 210 may further comprise haptic HMI 216, in communication with the GSM controller 214. The GSM controller 214 may comprise a communication interface 209 to communicate with a TCM 220 (shown in FIG. 2B) and a decision module 215. The decision module 215 may monitor signals from the TCM 220. When no message or command is received from the TCM 220, the decision module 215 may instruct the haptic HMI 216 based on a GSM autonomous control strategy. When a message or command is received from the TCM 220, the decision module 215 may instruct the haptic HMI 216 to apply a TCM strategy. The haptic HMI 216 may be configured to control the gear shifting mechanism 218 based on instructions received from the GSM controller 214 between detection of the gear shift intention and until the GSM controller 214 receives an actuation signal from the TCM 220.

(11) FIG. 2B schematically illustrates a powertrain architecture according to an example. Powertrain 200 may comprise GSM 210, TCM 220 and a bus 205. The GSM 210 may receive status data (e.g. Key Status) and Gear data from bus 205. Gear data may comprise the gear presently engaged and a gear request. An intention detector 212 may receive the gear shift request from the gear shift mechanism 218 and identify a gear shift intention. The GSM 210 may comprise a GSM controller 214 to receive the gear data and transmit to the gear data to the TCM 220. The GSM controller 214 may comprise a communication interface 209 to communicate with the TCM 220 (shown in FIG. 2B) and a decision module 215. The TCM 220 may process the gear data and decide on further action based on the allowability of the gear request. In the meantime, the GSM controller 214 may command the haptic HMI 216 until the TCM 220 command, to allow or not shifting based on the gear request, arrives. The haptic HMI 216 may lock, detent or detect end of travel. If the gear shifting is allowable then the gear shift mechanism 218 may be enabled and the new gear shift position may be registered.

(12) The proposed GSM 210 may have functions of a TCM 220 master that a GSM slave does not have. The proposed GSM 210 may require master related functions to be able to actuate in real time to changes in different sensors and vehicle information and follow an internal GSM autonomous strategy independently from the TCM 220 master internal strategy. The proposed GSM 210 may have HMI mechanisms to provide haptic feedback to the driver in real time, i.e. in less than 30 ms from when the driver starts to make a movement that may not be allowed due to the vehicle's current conditions. The proposed GSM 210 may transmit gear intention information to the TCM 220 through different transmission systems (e.g. CAN, LIN, electrical signals, etc.) to inform the TCM 220 that the driver may be starting to make a prohibited movement before the movement is confirmed or completed. Thus, the proposed GSM 210 may be required to perform master related functions for a limited time. This limited time may be defined as the total time it takes to the driver to finish a movement in a traditional GSM, to the traditional GSM slave to process this change, to send this change to the TCM 220, to the TCM to react to this new information, to the TCM to transmit a new command to the GSM 210 and to the GSM 210 to execute such a command. The proposed GSM 210 may provide the master related functions from the moment the GSM 210 detects a prohibited change in the system until the GSM 210 receives a command from the TCM 220 through any information transmission channel (CAN, LlN, electrical signals, etc.). When the command is received from the TCM 220, the GSM 210 may stop any master related functions and may switch to a slave mode executing TCM 220 received commands.

(13) FIG. 3 schematically illustrates a flowchart of a GSM algorithm according to an example; The process may start at block 302. During a first processing block 305, sensor data may be acquired and the position of the gear shift may be detected. Furthermore, an update of a gear request status may be sent to the TCM 220. In decision block 310, the GSM 210 may address the following question: “Has a new small movement at the gear shift mechanism 218 been detected?”. If the answer is yes, i.e. if a new small movement in GSM has been detected, then in processing block 315, which corresponds to vehicle information management block, an update of a gear intention status may be sent to the TCM 220. A “small movement” may be defined as a change in sensor value within a range between the stability value of the sensor (sensor intrinsical drift value) and a percentage movement between 1% and 10% (e.g. 5%) of the sensor movement between current position and contiguous position. Final value within previous range may be determined in each specific system based on physical and mechatronical characteristics, long term actuation analysis, thermal drifts, etc.

(14) Then in decision block 320, it may be checked if the TCM 220 has sent a command related to the current gear intention or whether the GSM autonomous time for current gear intention has ended. If the answer to at least one of the questions is yes, then the process may continue to processing block 325. The process may also continue to processing block 325 when the answer to decision block 310 is no, i.e. when no new small movement in GSM has been detected. In processing block 325 a haptic control command received from the TCM 220 may be executed. Now if the answer to decision block 320 is negative for both questions, then the GSM 210 may execute an autonomous haptic control strategy.

(15) FIG. 4A schematically illustrates a shifting scenario in a multi-stable GSM. According to this shifting scenario, a straight shifting pattern may be employed with four stable positions 405, 410, 415 and 142 (P, R, N and D, respectively). Shifting is possible from P to R, from R to P or N, from N to R or D and from D to N. An HMI haptic mechanism may be instructed by the GSM controller to block an intended movement (change) under certain conditions. This is summarized in the following table:

(16) TABLE-US-00002 Position Current not HMI haptic Position Vehicle Speed Direction allowed feedback Reverse (R) Above 3 Km/h Backward Park (P) HMI haptic Neutral (N) Above 3 Km/h Forward Reverse (R) mechanism blocks Neutral (N) Above 3 Km/h Backward Drive (D) the intended movement. Due to this the intended new position is never selected and engaged.

(17) Under this scenario, the HMI haptic mechanism may employ a block mechanism using a solenoid controlled through a PWM signal. The GSM may employ a PWM controlled solenoid as HMI mechanism to provide haptic feedback to the driver in real time (under 30 ms). The haptic feedback to the driver may be force feedback. Force feedback may be applied in two situations:

(18) A. Force feedback that may block an invalid driver movement.

(19) B. Force feedback that may apply additional effort to a driver movement (but does not block the movement).

(20) Force feedback to block (case A) may be activated when an invalid movement is detected. Force feedback to apply additional effort (case B) may be activated when a high speed movement is detected. Force feedback for the additional effort (case B) may be higher the closer the driver's movement is to an invalid movement. The HMI haptic mechanism may have the following characteristics:

(21) The solenoid may be controlled to actuate from OFF (0% of PWM duty cycle) to Block (100% of PWM duty cycle).

(22) Full activation (100%) of the solenoid may be used to block a movement (case A).

(23) The Solenoid may be activated partially applying an intermediate PWM duty cycle between 1% and 99%. The higher duty value may be set the higher the effort applied by the solenoid will be, thus making the driver movement more difficult.

(24) Partial activation (1% to 99%) of the solenoid may be used to increase the effort of a movement (case B)

(25) Force feedback of the solenoid may require GSM Real Time actuation to provide to the driver a clear and understandable feedback that may improve the HMI Quality Perceived of the overall HMI mechanism. With no GSM Real Time actuation (>100 ms), the HMI mechanism reaction time may not be able to provide to the driver a clear and understandable feedback.

(26) The GSM may apply an autonomous control strategy. According to this strategy, the GSM system may define a “Small movement” as the stability value of the sensor at a worst condition (which may represent a fraction of all movements from one position to the contiguous position). When the GSM detects a small movement in the direction to an invalid movement (due to current position and vehicle conditions), the CSM may apply a PWM duty cycle of 100% to block the movement in real time, thus not allowing the driver to physically enter in the invalid contiguous position (case A). In order to apply an additional effort (case B) in real time, the GSM may implement a speed detection algorithm. The speed detection algorithm may be implemented by a Proportional-Derivative (PD) controller. When a high speed movement is detected the GSM may set an intermediate PWM duty cycle to the solenoid based on the speed and distance to an invalid movement. This PWM duty cycle may add additional effort to the movement to make the execution of the movement more difficult to the driver and also may slow down this high speed movement. Specific values of PWM duty cycle for the additional effort (case B) may be defined in tables that depend on speed and distance. FIG. 4B illustrates a graphic showing an example of Duty versus Speed for a distance to an invalid movement of two shifter positions (D.fwdarw.R or R.fwdarw.D).

(27) FIG. 5 schematically illustrates a shifting scenario in a monostable GSM. According to this shifting scenario, a non-straight shifting pattern may be employed with only one stable position 515 (in grey) and five other non-stable positions 505, 510, 520, 525 and 530 (R, N, N, D, and P, respectively). An autonomous HMI haptic mechanism may vibrate until vehicle conditions to enter new position are met and then the selected position is engaged. This is summarized in the following table:

(28) TABLE-US-00003 Position Current not HMI haptic Position Vehicle Speed Direction allowed feedback Reverse (R) Above 3 Km/h Backward Park (P) HMI haptic mechanism Reverse (R) Above 3 Km/h Backward Drive (D) vibrates until vehicle Neutral (N) Above 3 Km/h Forward Park (P) conditions to enter new Neutral (N) Above 3 Km/h Forward Reverse (R) position are met and then Neutral (N) Above 3 Km/h Backward Park (P) the selected position is Neutral (N) Above 3 Km/h Backward Drive (D) engaged. Drive (D) Above 3 Km/h Forward Park (P) Drive (D) Above 3 Km/h Forward Reverse (R)

(29) This table may be valid for most of cases as most OEMs follow similar strategy and inputs. Some OEMs may add some additional positions in the shifter but almost all are derivatives of Drive like: D1, D2, D3, D4, D5, Sport (S) or Low (L). The other positions of the shifter could be related with Drive but for a manual change of velocity gear, e.g. Manual+ (M+) and Manual− (M−).

(30) The possible algorithm inputs are the following:

(31) Algorithm inputs (all possible)

(32) Vehicle speed

(33) Transmission gear engaged

(34) Key status

(35) Brake pedal

(36) Paddles

(37) Seatbelt

(38) Door switch

(39) Day/Night condition

(40) Interior dimming level

(41) Further to that, the vehicle's speed and the current transmission gear that is engaged or the status of engagement may be input to the GSM controller.

(42) FIG. 6 schematically illustrates a flowchart of a method according to an example. In block 605, a current gear shift position is identified. In block 610 an intention to change shift position to a new gear shift position is identified. In block 615, a GSM autonomous control strategy is executed.

(43) Although only a number of examples have been disclosed herein, other alternatives, modifications, uses and/or equivalents thereof are possible. Furthermore, all possible combinations of the described examples are also covered. Thus, the scope of the present disclosure should not be limited by particular examples, but should be determined only by a fair reading of the claims that follow. If reference signs related to drawings are placed in parentheses in a claim, they are solely for attempting to increase the intelligibility of the claim, and shall not be construed as limiting the scope of the claim.

(44) Further, although the examples described with reference to the drawings comprise computing apparatus/systems and processes performed in computing apparatus/systems, the invention also extends to computer programs, particularly computer programs on or in a carrier, adapted for putting the system into practice.