WO2015188375A1

WO2015188375A1 - Systems and methods of controlling a transmission

Info

Publication number: WO2015188375A1
Application number: PCT/CN2014/079846
Authority: WO
Inventors: Ryan VANDE WATER
Original assignee: Cummins, Inc.
Priority date: 2014-06-13
Filing date: 2014-06-13
Publication date: 2015-12-17
Also published as: CN106414198B; CN106414198A

Abstract

An apparatus includes a fuel consumption module, a power output module, and a transmission module. The fuel consumption module is structured to monitor a fuel consumption rate of a vehicle. The power output module is structured to determine a power output of an engine of the vehicle. The transmission module is structured to determine a transmission setting of a manual transmission based on a current power output of the vehicle, wherein the determined transmission setting corresponds with the lowest fuel consumption rate. The transmission module is also structured to provide an indication to an operator of the vehicle regarding the determined transmission setting to facilitate operator selection of the determined transmission setting.

Description

SYSTEMS AND METHODS OF CONTROLLING A TRANSMISSION

TECHNICAL FIELD

[0001] The present disclosure relates to controlled powertrain systems for a vehicle. More specifically, the present disclosure relates to controlled transmission systems of a vehicle.

BACKGROUND

[0002] In a vehicle, the powertrain or powertrain system refers to the components that provide the power to move the vehicle. These components include the engine, transmission, drive/propeller shaft, differentials, and final drive. Because the engine speed does not always equate to a desired final drive speed (and, consequently, vehicle speed), the transmission manipulates the engine speed to effect the drive shaft speed for the desired vehicle speed. To achieve a different drive shaft speed relative to the engine speed, some transmission systems utilize a plurality of gears that either increase or decrease the drive shaft rotational speed relative to the engine speed using gear ratios (e.g., 2: 1, which indicates that the engine is rotating twice as fast as the output speed). Gear selection can be done by an operator of the vehicle or automatically without operator input and can be based on engine speed, vehicle speed, throttle position, and load on the engine. For example, during highway driving, the transmission may use a high gear that provides a relatively higher transmission output speed (i.e., speed of propeller/driver shaft) than a low gear so to maintain/achieve the relatively greater vehicle speed needed for highway driving. As such, the transmission allows the vehicle to achieve desired vehicle speeds and powers largely independent of the engine.

SUMMARY

[0003] One embodiment relates to a method of controlling a transmission of a vehicle based on the current power output of the engine in order to minimize fuel consumption. The method includes determining a current power output of an engine of a vehicle; determining one or more viable transmission settings for a manual transmission of the vehicle based on the determined current power output, wherein the one or more viable transmissions settings are configured to yield substantially the same current power output, and wherein the viable transmission settings are selectable by an operator of the vehicle; determining a fuel consumption rate for each viable transmission setting; determining a transmission setting based on the determined fuel consumption rates for each transmission setting, wherein the determined transmission setting corresponds with the lowest fuel consumption rate; and providing an indication of the determined transmission setting to an operator of the vehicle to facilitate operator selection of determined transmission setting.

[0004] Another embodiment relates to an apparatus including a fuel consumption module, a power output module, and a transmission module. The fuel consumption module is structured to monitor a fuel consumption rate of a vehicle. The power output module is structured to determine a power output of an engine of the vehicle. The transmission module is structured to determine a transmission setting of a manual transmission based on a current power output of the vehicle, wherein the determined transmission setting corresponds with the lowest fuel consumption rate. The transmission module is also structured to provide an indication to an operator of the vehicle regarding the determined transmission setting to facilitate operator selection of the determined transmission setting.

[0005] Another embodiment relates to a method of facilitating control of a transmission of a vehicle based on a designated engine operation mode. The method includes receiving a designation of an engine operation mode, the engine operation mode including at least one of a power mode, a balance mode, and an economy mode; determining a current fuel consumption rate of a vehicle based on a current transmission setting of a manual transmission of the vehicle, wherein the manual transmission of the vehicle includes a plurality of transmission settings; determining a current power output of an engine of the vehicle in the current transmission setting; determining a fuel consumption rate for each viable transmission setting in a plurality of transmission settings of the transmission based on the designated engine operation mode, wherein the viable transmission settings are selectable by an operator; determining a transmission setting based on the determined fuel consumption rates for each viable transmission setting, wherein the determined transmission setting corresponds with the lowest fuel consumption rate; and providing an indication of the determined transmission setting to the operator of the vehicle to facilitate operator selection of the determined transmission setting.

[0006] Yet another embodiment relates to an apparatus. The apparatus includes a fuel consumption module, a power output module, an economy-balance-power (EBP) module, and a transmission module. The fuel consumption module is structured to monitor a fuel consumption rate of a vehicle. The power output module is structured to determine a power output of an engine of the vehicle. The EBP module is structured to receive a designation of an engine operation mode, the engine operation mode including at least one of a power mode, a balance mode, and an economy mode. The transmission module is structured to: determine a transmission setting of one or more viable transmission settings based on the designated engine operation mode, wherein the determined transmission setting corresponds with the lowest fuel consumption rate, and wherein the viable transmission settings are selectable by an operator; and provide an indication of the selected transmission setting to the operator of the vehicle to facilitate operator selection of the determined transmission setting.

[0007] The described features, structures, advantages, and/or characteristics of the subject matter of the present disclosure may be combined in any suitable manner in one or more embodiments and/or implementations. In the following description, numerous specific details are provided to impart a thorough understanding of embodiments of the subject matter of the present disclosure. One skilled in the relevant art will recognize that the subject matter of the present disclosure may be practiced without one or more of the specific features, details, components, materials, and/or methods of a particular embodiment or implementation. In other instances, additional features and advantages may be recognized in certain embodiments and/or implementations that may not be present in all embodiments or implementations. Further, in some instances, well-known structures, materials, or operations are not shown or described in detail to avoid obscuring aspects of the subject matter of the present disclosure. The features and advantages of the subject matter of the present disclosure will become more fully apparent from the following description and appended claims, or may be learned by the practice of the subject matter as set forth hereinafter.

BRIEF DESCRIPTION OF THE DRAWINGS

[0008] FIG. 1 is a schematic diagram of a powertrain system with a controller, according to an example embodiment.

[0009] FIG. 2 is a schematic diagram of a controller for the systems of FIG. 1, according to an example embodiment.

[0010] FIG. 3 is a flow diagram of a process of controlling a transmission, according to an example embodiment.

[0011] FIG. 4 is a flow diagram of a process of controlling a transmission with engine operation modes of economy, power, and balance, according to an example embodiment.

[0012] FIG. 5 is a block diagram of controlling a transmission, according to an example embodiment.

[0013] FIG. 6 is a sub-block diagram of FIG. 5 where FIG. 6 is depicting processes for determining a current power consumption, according to an example embodiment.

[0014] FIG. 7 is another sub-block diagram of FIG. 5 where FIG. 7 is depicting processes for utilizing transmission setting parameters, according to an example embodiment.

[0015] FIG. 8 is another sub-block diagram of FIG. 5 where FIG. 8 is depicting processes for calculating a power consumption for the other transmission settings, according to an example embodiment.

[0016] FIG. 9 is another sub-block diagram of FIG. 5 where FIG. 9 is depicting processes for selecting a transmission setting based on the fuel consumption rate, according to an example embodiment. DETAILED DESCRIPTION

[0017] Referring to the figures generally, systems and methods of controlling and facilitating control of a transmission of a vehicle are described herein. Based on a current transmission setting, a controller determines the current power output and fuel consumption rate for a vehicle. The controller then calculates the fuel consumption rate for the other gears/settings of the transmission based on the determined power output. The controller selects the transmission setting with the lowest fuel consumption rate. In a manual transmission vehicle, this selection is provided to an operator of the vehicle via an input/output device. For example, the controller may determine that the best setting is sixth gear whilst the vehicle is in fourth gear. A graphical user interface notifies the operator of this determination and the operator (if they so choose) shifts to the sixth gear. In an automatic transmission vehicle, the selection may be done automatically based on a command from the controller to the transmission of the vehicle. Thus, in any transmission configuration, the controller determines the optimum transmission setting for minimizing fuel consumption based on the current operating conditions of the vehicle. In a manual transmission vehicle, the determined transmission setting is provided to an operator of the vehicle to facilitate his/her selection (e.g., shift) to that transmission setting. Accordingly, the controller provides timely information to the operator regarding which setting would be the most fuel economical in order for them to operate the vehicle more efficiently.

[0018] As used herein, the term fuel consumption rate indicates how much fuel is currently being consumed by an engine of the vehicle. This term may be designated in a variety of different formats (e.g., specific fuel consumption, brake specific fuel consumption, distance-per-unit of fuel, etc.). The format used with the controller may be predefined by an operator, adjusted by an operator, and/or set by a manufacturer. Accordingly, the term "fuel consumption rate" is intended to not be narrowly interpreted based on a specific definition (e.g., brake specific fuel consumption) used in one or more examples described herein. [0019] Referring now generally to FIG. 1, FIG. 1 shows a schematic diagram of a system for dynamically controlling a transmission of a vehicle. The vehicle 100 may be an on-road or an off-road vehicle including, but not limited to, line-haul trucks, mid-range trucks (e.g., pick-up truck), tanks, airplanes, and any other type of vehicle that utilizes a transmission. Within the vehicle 100, FIG. 1 is shown to include a powertrain system 110, an economy- balance-power (EBP) switch 120, an operator input/output (I/O) device 130, and a controller 140. The components of FIG. 1 may more fully be explained as follows.

[0020] As shown, the controller 140 is communicably coupled to the powertrain system 110, the EBP switch 120, and the I/O device 140. Communication between and among the components may be via any number of wired or wireless connections. For example, a wired connection may include a serial cable, a fiber optic cable, a CAT5 cable, or any other form of wired connection. In comparison, a wireless connection may include the Internet, Wi-Fi, cellular, radio, etc. In one embodiment, a controller area network (CAN) bus provides the exchange of signals, information, and/or data. The CAN bus includes any number of wired and wireless connections. Because the controller 140 is communicably coupled to the systems and components of the vehicle 100, the controller 140 is structured to receive data from one or more of the components shown in FIG. 1. The data may be received via one or more sensors (e.g., a speed sensor attached to the engine 101, a torque sensor attached to the engine, a fuel consumption sensor, etc.) and used to implement the processes described herein.

[0021] As the components of FIG. 1 are shown to be embodied in a vehicle 100, the controller 140 may be structured as an electronic control module (ECM). The ECM may include a transmission control unit and any other control unit included in a vehicle (e.g., exhaust aftertreatment control unit, engine control unit, powertrain control module, etc.). The controller 140 may include a memory device 142 and a processor 141 configured to perform the processes herein. The processor 141 may be implemented as a general-purpose processor, an application specific integrated circuit (ASIC), one or more field

programmable gate arrays (FPGAs), a digital signal processor (DSP), a group of processing components, or other suitable electronic processing components. As mentioned above, the controller 140 may also include one or more memory devices, such as memory device 142. The memory device 142 (e.g., RAM, ROM, Flash Memory, hard disk storage, etc.) may store data, the modules described herein, and/or computer code for facilitating the various processes described herein. Thus, the memory device 142 may be communicably connected to the processor 141 and provide computer code or instructions for executing the processes described in regard to the controller 140 herein. Moreover, the one or more memory devices 142 may be or include tangible, non-transient volatile memory or non-volatile memory. Accordingly, the one or more memory devices 142 may include database components, object code components, script components, or any other type of information structure for supporting the various activities and information structures described herein.

[0022] As shown, the powertrain system 110 includes an engine 101, a transmission 102, a drive shaft 103, a differential 104, and a final drive 105. As a brief overview, the engine 101 receives a chemical energy input (e.g., a fuel such as gasoline or diesel) and combusts the fuel to generate mechanical energy, in the form of a rotating crankshaft. The transmission 101 receives the rotating crankshaft and manipulates the speed of the crankshaft to effect a desired drive shaft 103 speed. The rotating drive shaft 103 is received by a differential 104, which provides the rotation energy of the drive shaft 103 to the final drive 105. The final drive 105 then propels or moves the vehicle 100.

[0023] The engine 101 may be structured as any internal combustion engine (e.g., compression-ignition or spark-ignition), such that it can be powered by any fuel type (e.g., diesel, ethanol, gasoline, etc.). The transmission 102 may be structured as any type of transmission, such as a continuous variable transmission, a manual transmission, an automatic transmission, an automatic-manual transmission, a dual clutch transmission, etc. Accordingly, as transmissions vary from geared to continuous configurations (e.g., continuous variable transmission), the term "transmission setting" is not limited to just geared transmissions where a "transmission setting" refers to a gear (e.g., 4^th gear). Rather, the term "transmission setting" encompasses any setting of engine speed manipulation performed by the transmission 102 regardless of whether that setting is accomplished by a gear, a set of pulleys, or any other type of speed manipulation device. For example, a transmission setting in a continuous variable transmission refers to the position of the belt on the input (from the engine crankshaft) and output (coupled to the driveshaft) of a set of pulleys. Like the engine 101 and the transmission 102, the drive shaft 103, differential 104, and final drive 105 may be structured in any configuration dependent on the application (e.g., the final drive 105 could be structured as wheels in an automotive application and a propeller in an airplane application). Further, for example, the drive shaft 103 may be structured as a one-piece, two-piece, and a slip-in-tube driveshaft based on the application.

[0024] The EBP switch 120 is structured to control power output of the vehicle 100. The EBP switch 120 includes three modes of engine operation: a power mode, a balance mode, and an economy mode. In the power mode, the current power output is maintained. In economy mode, fuel consumption is minimized relative to a current power output. In between economy and power modes lies balance mode. Balance mode is structured to limit power output between that of power mode and economy mode. Power, balance, and economy modes may be more fully explained in regard to various vehicle operating parameters, such as road speed of the vehicle. If the maximum speed of the vehicle is 75 miles-per-hour, this maximum may correspond with the power mode. In economy mode, the speed is limited to 55 miles-per-hour. In turn, balance mode may limit the vehicle speed to somewhere between 75 and 55 miles-per-hour (e.g., 65 miles-per-hour). The balance and economy modes are structured to increase fuel economy (e.g., lower a fuel consumption rate) relative to the power mode. In the above example, fuel consumption is limited by limiting the road vehicle speed.

[0025] As mentioned above, economy mode and balance mode may be defined relative to a power output of the vehicle. In one embodiment, they are defined relative to the current power output of the vehicle. For example, balance mode may restrict power output to the current power output minus x-percent (of the current power output). Economy mode may restrict power output to the current power output minus (x+y) percent. In operation, a vehicle may be traveling when an operator selects balance mode. Balance mode restricts the power output of the vehicle by, for example, reducing the fuel input to the engine.

Because the power output is lowered, fuel consumption is also lowered relative to the current power output. If the operator then selects economy mode, power output is further limited, which corresponds with a relatively lower fuel consumption rate. The x and y percentages may be preset by an operator via I/O device 130. In another embodiment, values may be defined for balance and economy modes based on the power mode rather than percentages.

[0026] As shown, the EBP switch 120 is implemented separate from the controller 140. In one example, the EBP switch 120 may be located on the input/output device 130 and communicably coupled to one or more components in FIG. 1 (e.g., the engine 101). In various other embodiments, the EBP switch 120 is implemented with the controller 140 as one or more modules, such as EBP module 146, which is also communicably coupled to one or more components in FIG. 1. In this embodiment, an engine operation mode may be received via the input/output device 130 that transmits the designation to the controller 140. The controller 140 provides one or more commands to limit the power output in accord with the mode selected.

[0027] The operator input/output device 130 enables an operator of the vehicle to communicate with the vehicle 100 and the controller 140. For example, the operator input/output device 130 may include, but is not limited, an interactive display (e.g., a graphical user interface), one or more buttons or switches, an indicator light, etc. When the transmission 102 is structured as a manual transmission, the operator input/output device 130 provides an indication via the controller 140 of the exact transmission setting the operator should shift to in order to obtain the best fuel consumption. In some embodiments, the I/O device 130 may include a phone, computer, diagnostic tool, or any other device that is separate from the vehicle 100 thereby allowing remote indication of the determined transmission setting. [0028] Referring now to FIG. 2, a controller, such as controller 140, for controlling and facilitating control of a transmission of a vehicle is shown according to an example embodiment. As described above, the controller 140 may include a memory device 142 and a processor 141. As shown in FIG. 2, the controller 140 may also include a plurality of modules. The modules may be stored in the memory device 142 and be executable by the processor 141 for performing the operations described herein. In other embodiments, the modules themselves may include separate processors or processing circuits for

implementing their operations. Thus, although the modules are described as performing the operations described herein, the processor 141 and/or other processing circuits of the controller 140 may also perform the operations. As shown, the controller 140 includes a transmission module 143, a fuel consumption module 144, a power consumption module 145, and an EBP module 146.

[0029] The transmission module 143 is structured to monitor the transmission 102 of the vehicle 100. For example, the transmission module 143 may receive data indicating the current setting of the transmission (e.g., from a sensor coupled to the transmission 102). The transmission module 143 is also structured to control the transmission 102. For example, as described herein, the controller 140 may provide a command that implements the determined transmission setting. The transmission module 143 may also include the transmission setting ratios for each transmission setting of a transmission. For example, for a geared transmission, the transmission ratios may include each gear ratio for each gear setting. The transmission setting ratios may be utilized to determine relative fuel consumption rates (see method 300).

[0030] The transmission module 143 may also be structured to determine viable

transmission settings based on the current power output and the engine operation mode designated. For example, in order to maintain a current power output (or a power output allowed by the designated engine operation mode), only certain transmission settings are viable. The transmission module 143 may provide the viable transmission settings to the fuel consumption module 144. The fuel consumption module 144 is structured to monitor the fuel consumption rate of the vehicle 100. The fuel consumption module 144 is also structured to determine a fuel consumption rate for each of the viable transmission settings. In some embodiments, based on the current power consumption, the fuel consumption module 144 determines a fuel consumption rate for each transmission setting in the plurality of transmission settings.

[0031] The power output module 145 is structured to determine a power output of the vehicle 100. The determined power output may correspond with a current power output based on current operating conditions (e.g., torque, engine speed, etc.). The determined power output may also correspond with that provided by the EBP module 146. For example, if the current power output is 300 horsepower and balance mode is selected where balance mode corresponds with a ten percent power output reduction, the power output module 145 determines that the acceptable power output is approximately 270 horsepower. Thus, the transmission module 143 determines which transmission settings can produce this horsepower (the viable transmission settings). The fuel consumption module 144

determines fuel consumption rates for each viable transmission setting. The transmission module 143 determines which transmission setting corresponds with the lowest fuel consumption rate and provides an indication of this setting to the operator of the vehicle. This indication may be provided via I/O device 130 in the form of an audio instruction (e.g., "shift to 8^th gear for maximum fuel economy") and/or a visual display, such as a graphical user interface.

[0032] In one embodiment, the fuel consumption module 144 includes one or more lookup tables specific to the engine 101 used in the vehicle. The one or more lookup tables provide an indication of a fuel consumption rate for the engine 101 based on the current engine speed and torque. To determine the fuel consumption in the other transmission settings, the power output module 145 determines the engine speed based on the transmission setting. Based on this determined engine speed, the power output module 145 determines the required torque to maintain the current power output (or power output adjusted by the EBP module 146). Using this determined torque and engine speed, the fuel consumption module 144 consults a lookup table to determine a fuel consumption rate for the transmission setting. The transmission module 143 determines the transmission setting corresponding with the lowest fuel consumption rate and provides an indication of this exact setting to an operator as opposed to an "arrow" instructing the operator to shift up or down relative to the current transmission setting. In this case, the exact setting that corresponds with the best fuel economy may be provided in a timely manner to allow the operator to operate the vehicle more efficiently.

[0033] In certain other embodiments, the fuel consumption module 144 may include one or more algorithms, processes, formulas, and the like used to determine a fuel consumption rate of the engine based on certain operating conditions. These algorithms, processes, and formulas may be used in place of and/or in addition to the one or more lookup tables.

[0034] An example of the operations described above are as follows. Initial vehicle operating conditions may correspond with a power output of 300 horsepower, an engine speed of 1800 RPM, and a current transmission setting of fourth gear. The fifth gear transmission ratio may be 1.5: 1, the sixth gear transmission ratio may be 1.2:1, the fourth gear ratio may be 1.6: 1, and the third gear transmission ratio may be 1.7: 1. These are the determined viable transmission ratios (described below). The power output module 145 may make the following determinations:

1

Engine Speed = Current Engine Speed * Equation (1)

Gear Ratio

Torque*[Engine Speed]

Power (horsepower) = Equation (2)

5252

Power*5252*Gear Ratio

Torque (T) = Equation (3)

Engine Speed

300*5252*1.7

3^M Gear: Engine Speed = 1058 RPM; T = = 1,488 Ibf. -ft

1800

300*5252*1.6

Current Gear (4^th): Engine Speed = 1125 RPM; T =

1800

5^th Gear: Engine Speed = 1200 RPM; T = ^^0*^^2*1,5 = 1,313 Ibf. -ft 6^th Gear: Engine Speed = 1500 RPM; T = ^^0*^^{2*1 2} = 1,050 Ibf. -ft Using Equations (1) through (3), an engine speed and engine torque may be determined for a constant power output and for each viable transmission setting. The engine speed and engine torque are used to determine approximate fuel consumption rates for each gear setting. For example, based on the engine speed and engine torque values above, 3^rd gear may have a fuel consumption rate of 0.19 lb/hp*hr (specific fuel consumption), 4^th gear may correspond with 0.21 lb/hp*hr, 5^th gear may correspond with 0.27 lb/hp*hr, and 6^th gear may correspond with 0.23 lb/hp*hr. Accordingly, the transmission module 143 determines 3^rd gear to correspond with the lowest fuel consumption rate per unit of power. Accordingly, the controller 140 may via I/O device 130 display "Shift to 3^rd Gear" in the vehicle 100 to facilitate operator selection of the determined transmission setting. In this case, the operator is timely notified of the exact setting for minimizing fuel consumption in order to operate the vehicle efficiently. In this example, the transmission is structured as a manual transmission controlled by the operator. In another embodiment, the transmission may be an automatic transmission wherein the controller 140 provides a command to directly implement the determined transmission setting with the transmission of the vehicle.

[0035] The above example is described in regard to specific fuel consumption as the indicator of fuel economy. However, as described above, many other parameters may be utilized to gauge fuel economy (and, correspondingly, fuel consumption rate). For example, the controller 140 may utilize an "engine revolutions per mile" metric, where the lower the number of revolutions per mile corresponds with the better fuel economy. In another example, the controller 140 may utilize a distance-per-volume of fuel metric (e.g., miles- per-gallon). Similarly, the equations above are not meant to be limiting. Other equations, formulas, algorithms, and processes may be used in addition to and/or in place of the equations listed above in order to determine a fuel consumption rate for the current and other transmission settings.

[0036] As mentioned above in regard to the EBP switch 120, the EBP module 146 may restrict engine power output to achieve better fuel economy. The EBP module 146 may include three engine operation modes that are selectable by an operator via an input/output device, such as I/O device 130. As mentioned above, the engine operation modes may include a power mode (P-mode), a balance mode (B-mode), and an economy mode (E- mode). In power mode, the current output power must be maintained. Accordingly, viable transmission settings are only those that are capable of maintaining the current output power. Some transmission settings may restrict the engine speed too much or too little

(corresponding to an excess or loss of engine torque) such that those settings do not meet the current output power. In balance mode, a relatively greater number of transmission settings are viable because power output need not meet the current power output (e.g., power output = current power output minus X percent). In turn, in economy mode, an even larger number of transmission settings are viable because the power output need not reach even that of the balance mode.

[0037] Transmission setting viability may be determined by the controller 140. As mentioned above in regard to the engine operation modes, viability may be determined based on the power output required. In another embodiment, viability may be defined relative to the current transmission setting. For example, viable transmission settings may be the current gear (or setting), the current setting minus one, the current setting plus one, and the current setting plus two. For example, if the current transmission setting is 4^th gear, the viability transmission settings are 3^rd gear, 4^th gear, 5^th gear, and 6^th gear. This definition may be utilized in order to maintain the current power output (or that called for by the EBP module 146) whilst still maintaining or substantially maintaining a vehicle speed.

Definition of viable transmission settings relative to the current setting is highly

programmable such that a wide variety of definitions may be implemented with the controller 140.

[0038] Referring now to FIG. 3, a process 300 of determining an exact transmission setting based on a current power output of an engine is shown according to an example

embodiment. Process 300 may be utilized with the system of FIG. 1 and executable by a controller, such as controller 140. Accordingly, process 300 is described in regard to FIGS. 1-2. [0039] Process 300 includes determining a current power output of a vehicle (301). One or more engine speed sensors may be included with engine 101 and communicably coupled to the controller 140. One or more engine torque sensors may also be included with the engine 101 and communicably coupled to the controller 140. Using the equations above, the torque and engine speed obtained by the sensors may be used to determine the current power output. Process 300 also includes determining one or more viable transmission settings of a transmission of the vehicle based on the determined current power output (302). In one embodiment, the transmission is structured as a manual transmission vehicle. As mentioned above, viability of the transmission settings may be based on the current power output (e.g., only the transmission settings capable of producing substantially the same power output as the current power output are viable candidates). In another embodiment, as also mentioned above, viability may be defined relative to the current transmission setting (e.g., three transmission settings forward and two transmission settings backward).

[0040] At process 303, a fuel consumption rate for each viable transmission setting is determined. The fuel consumption rate may be determined based on an engine speed and torque associated with a transmission setting for the current power output. An example determination may be found above in regard to Equations (1) through (3). At process 304, a transmission setting is determined based on the fuel consumption rates for each

transmission setting. The determined transmission setting corresponds with the lowest fuel consumption rate. At process 305, an indication is provided to an operator regarding the determined transmission setting to facilitate operator selection of the determined

transmission setting. In a manual transmission vehicle, the determined transmission setting may be provided to a graphical user interface of the vehicle (and/or as an audio instruction, or some other type of indicator, such as an indicator light next to the determined

transmission setting). The operator observes the determined setting and, if the determined setting differs from the current setting, can choose to shift to the determined transmission setting. [0041] In some embodiments, the process 300 may also include providing a command to implement the determined transmission setting with the transmission of the vehicle. In this configuration, the transmission may be structured as an automatic-style transmission, wherein shifting is done without operator input. In this case, based on the determination of the fuel consumption rates for the viable transmission settings, the controller 140 may provide a command to the transmission 102 to implement the determined transmission setting.

[0042] In certain other embodiments, the viable transmission settings are selectable by an operator of the vehicle. For example, an input/output device of the vehicle, such as I/O device 130 may display each viable transmission setting and its corresponding fuel consumption rate for the current power output. The operator of the vehicle may shift transmission settings to a displayed setting if he/she so chooses.

[0043] Referring now to FIG. 4, a flow chart of a process 400 of controlling and facilitating control of a transmission based on a designated engine operation modes is shown, according to an example embodiment. Like process 300, process 400 may be implemented with a controller, such as the controller 140. Accordingly, various aspects of process 400 may be performed by one or more modules of the controller 140, such as transmission module 143. Accordingly, process 400, like process 300, may be implemented with the systems shown in FIG. 1.

[0044] Process 400 includes receiving a designation of an engine operation mode (401). As described above, the engine operation mode includes at least one of a power mode (P-mode), a balance mode (B-mode), and an economy mode (E-mode). Designation may be done by an operator of a vehicle via an input/output device, such as I/O device 130. Designation may also be pre-programmed in the controller 140, such that an operator may need permission in order to change the default designation. Process 400 also includes

determining a current fuel consumption rate based on a current transmission setting of a vehicle (402). The current fuel consumption rate may be calculated using the equations above, using a distance-per-unit of fuel metric (e.g., miles-per-gallon), and/or any other method. At process 403, a current power output of the vehicle is determined based on the current transmission setting. The current power output may be determined by the controller 140 using any of the determinations described herein.

[0045] Process 400 further includes determining a fuel consumption rate for each viable transmission setting in a plurality of transmission setting of a transmission of the vehicle based on the designated engine operation mode (404). Generally, process 404 is described above in regard to process 303. However, in regard to process 404, process 404 is modified based on the designated engine operation mode.

[0046] The designated engine operation mode (e.g., P-mode, B-mode, and E-mode) is structured to control the power output from the engine of the vehicle. By controlling the power output of the engine, the fuel consumption rate of the engine may also be controlled. In other words, lowering the chemical energy input (e.g., the amount of fuel used with the engine), the power output is also lowered. The power, balance, and economy modes may be chosen based on operator preference. For example, during a cruising vehicle operation setting, the operator may designate economy mode where the power output is maximally reduced along with the fuel consumption rate. But, when driving on a highway with other vehicles nearby, the operator may desire to not be restricted in order to accomplish various maneuvers (such as passing or driving by another vehicle). In this case, the operator may select balance mode. Viability transmission settings and their corresponding fuel consumption rates are determined based on the designated engine operation mode.

[0047] Process 405 corresponds with power mode and includes determining fuel consumption rates for viable transmission settings based on the current power output.

Process 406 corresponds with balance mode and includes determining fuel consumption rates for viable transmission settings based on the current power output minus X percent. Process 407 corresponds with economy mode and includes determining fuel consumption rates for viable transmission settings based on the current power output minus (X+Y) percent. The percentages are based on the current output power (e.g., if X is 5 and the current output power is 300 horsepower, then balance mode corresponds with an acceptable power output of at or above 285 horsepower: 300 horsepower - 5%*300 horsepower). Although described in terms of a percent, many other metrics may also be utilized. For example, the modes may defined based on a value (e.g., current output power minus X value). In another embodiment, the engine operation modes may be defined based on the current output power or a range of the current output power. For example, for current engine output powers between 300 and 350 horsepower, X is ten percent and Y is ten percent. For current engine output powers between 350 horsepower and 400 horsepower, X is 15 percent and Y is ten percent. These values (or percentages) may be preprogrammed, dependent on the application (e.g., a certain type or size of engine, a type of vehicle, etc.), and/or defined by an operator (e.g., via an input/output device).

[0048] As mentioned above, each transmission setting may not be viable based on its engine power output. However, by lowering the acceptable engine power output at balance mode and then even wider in economy mode, the number of viable transmission settings also increases. For example, if the current transmission setting is 4^th gear and power mode is designated, viable transmission settings may only include 3^rd gear, 4^th gear, and 5^th gear because those are the only transmission settings that can maintain the current engine output power. If balance mode is designated, viable transmission settings may include 2^nd gear, 3^rd gear, 4^th gear, and 5^th gear because those settings can obtain the acceptable reduced power output. If economy mode is designated, viable transmission settings may include 2^nd gear, 3^rd gear, 4^th gear, 5^th gear, and 6^th gear. Each of the viable transmission settings yield engine power outputs at or within the defined acceptable power output (e.g., for balance mode: current output power minus X percent of the current output power).

[0049] Based on the acceptable power outputs based on the designated engine operation mode, engine speed and engine torque values are calculated for each viable transmission settings. The engine speed and engine torque values may be used with a lookup table, a formula, a process, or other algorithm to determine the fuel consumption rate for that specific viable transmission setting. For example, a specific fuel consumption map may be used by the controller 140 to cross-reference torque, speed, and power values for each transmission setting in order to determine a fuel consumption rate for each viable transmission setting.

[0050] At process 408, a transmission setting is determined based on the fuel consumption rates for each viable transmission setting. In one embodiment, a controller, such as controller 140, determines the transmission setting, wherein the determined transmission setting corresponds with the best fuel consumption rate (e.g., the lowest fuel consumption rate). Process 400 further includes providing an indication of the determined transmission setting to the operator of the vehicle to facilitate operator selection of the determined transmission setting (409). This process is analogous to process 305 of process 300. As in process 305, process 409 enables the display (e.g., a visual display, an audio notice, and any other type of indication) of the exact transmission setting corresponding with the lowest fuel consumption rate. This eliminates operator inefficiency trying to find or determine the best transmission setting for fuel consumption and allows the operator to efficiently operate the vehicle (e.g., the operator can immediately shift to the determined transmission setting without aimlessly shifting up or down as indicated by an arrow or the words "up" or "down"). For example, if the operator is in 3^rd gear and the determined transmission setting is 5^th gear, 5^th gear may be displayed on the dashboard of the vehicle. In a manual transmission vehicle, the operator may then shift gears to 5^th gear and bypass 4^th gear in order to achieve the lowest fuel consumption rate.

[0051] Thus, processes 300 and 400 enable the real-time efficient operation of the vehicle based on minimizing fuel consumption.

[0052] Referring next to FIGS. 5-9, an example implementation of process 300 with a controller, such as controller 140, and a powertrain system, such as powertrain system 110, is shown according to an example embodiment. FIGS. 5-9 represent example block diagrams for performing process 300. Example block diagrams for implementing process 400 would be similar to that shown in FIGS. 5-9 but with blocks for the engine operation modes. FIGS. 5-9 are designed for geared transmissions (e.g., "current gear" and "next gear" language).

[0053] FIG. 5 depicts a general block diagram 500 for process 300. An input used with the diagram is "gear parameters." The "gear parameters" represent the gear ratios for each of the transmission gears of the transmission of the vehicle. A current fuel consumption rate is determined in block diagram 500. Fuel consumption rates for viable transmission settings are also determined and winner (e.g., the determined transmission setting) is chosen. The power output and fuel consumption rate for each transmission setting is determined based on the gear parameters, as shown in the aforementioned equations.

[0054] FIG. 6 depicts a block diagram 600 for determining the current fuel consumption based on the current engine speed and current engine torque. In this example, a lookup table is utilized. Engine speed and engine torque may be determined using the equations described above based on the current power output. The engine speed is the "xlnput," which is cross-referenced with the "X-Tbl" of engine speeds for the specific engine. The engine torque is the "ylnput," which is cross-referenced with the "Y-Tbl" of engine torques for the specific engine. The "X-Tbl" and "Y-Tbl" values are used with the fuel map table (e.g., "Z-Tbl") to determine a current fuel consumption rate.

[0055] FIG. 7 depicts a block diagram 700 for determining the viable transmission settings. In this example, viability is defined as the previous gear ratio, the current gear ratio plus one, and the current gear ratio plus two (e.g., the "next-next gear ratio" in FIG. 7). The other viable transmission setting is the current gear ratio, which is accounted for in FIG. 6. FIG. 7 shows generation of outputs for each viable gear setting. The transmission settings (e.g., gear ratios) may be stored in the memory device 142 of the controller 140 and be specific to each transmission used with the vehicle 100.

[0056] FIG. 8 depicts a block diagram 800 for determining fuel consumption rates for each viable transmission gear setting. As in FIG. 6, FIG. 8 utilizes a lookup table for each engine speed and engine torque determination for each viable transmission gear setting. Each fuel consumption rate is then output. The outputs for each transmission setting are utilized to determine the transmission gear corresponding with the lowest fuel consumption rate.

[0057] Accordingly, FIG. 9 illustrates a block diagram 900 of determining the transmission gear based on the fuel consumption rates of each viable transmission gear for the current power output. The fuel consumption rates for the four viable transmission settings are received by a module, such as transmission module 143, which selects the transmission gear corresponding with the lowest fuel consumption rate. The selected or determined transmission setting may then be provided to the operator to facilitate selection of the determined transmission gear.

[0058] The schematic flow chart diagrams and method schematic diagrams described above are generally set forth as logical flow chart diagrams. As such, the depicted order and labeled steps are indicative of representative embodiments. Other steps, orderings and methods may be conceived that are equivalent in function, logic, or effect to one or more steps, or portions thereof, of the methods illustrated in the schematic diagrams.

[0059] Additionally, the format and symbols employed are provided to explain the logical steps of the schematic diagrams and are understood not to limit the scope of the methods illustrated by the diagrams. Although various arrow types and line types may be employed in the schematic diagrams, they are understood not to limit the scope of the corresponding methods. Indeed, some arrows or other connectors may be used to indicate only the logical flow of a method. For instance, an arrow may indicate a waiting or monitoring period of unspecified duration between enumerated steps of a depicted method. Additionally, the order in which a particular method occurs may or may not strictly adhere to the order of the corresponding steps shown. It will also be noted that each block of the block diagrams and/or flowchart diagrams, and combinations of blocks in the block diagrams and/or flowchart diagrams, can be implemented by special purpose hardware -based systems that perform the specified functions or acts, or combinations of special purpose hardware and program code.

[0060] Many of the functional units described in this specification have been labeled as modules, in order to more particularly emphasize their implementation independence. For example, a module may be implemented as a hardware circuit comprising custom VLSI circuits or gate arrays, off-the-shelf semiconductors such as logic chips, transistors, or other discrete components. A module may also be implemented in programmable hardware devices such as field programmable gate arrays, programmable array logic, programmable logic devices or the like.

[0061] Modules, as shown and described herein, may be implemented in machine-readable medium for execution by various types of processors (e.g., processor 141). An identified module of executable code may, for instance, comprise one or more physical or logical blocks of computer instructions, which may, for instance, be organized as an object, procedure, or function. Nevertheless, the executables of an identified module need not be physically located together, but may comprise disparate instructions stored in different locations which, when joined logically together, comprise the module and achieve the stated purpose for the module.

[0062] Indeed, a module of computer readable program code may be a single instruction, or many instructions, and may even be distributed over several different code segments, among different programs, and across several memory devices. Similarly, operational data may be identified and illustrated herein within modules, and may be embodied in any suitable form and organized within any suitable type of data structure. The operational data may be collected as a single data set, or may be distributed over different locations including over different storage devices, and may exist, at least partially, merely as electronic signals on a system or network. Where a module or portions of a module are implemented in machine-readable medium (or computer-readable medium), the computer readable program code may be stored and/or propagated on in one or more computer readable medium(s).

[0063] The computer readable medium may be a tangible computer readable storage medium storing the computer readable program code. The computer readable storage medium may be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, holographic, micromechanical, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing.

[0064] As mentioned herein, more specific examples of the computer readable medium may include but are not limited to a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), a portable compact disc read-only memory (CD- ROM), a digital versatile disc (DVD), an optical storage device, a magnetic storage device, a holographic storage medium, a micromechanical storage device, or any suitable combination of the foregoing. In the context of this document, a computer readable storage medium may be any tangible medium that can contain, and/or store computer readable program code for use by and/or in connection with an instruction execution system, apparatus, or device.

[0065] The computer readable medium may also be a computer readable signal medium. A computer readable signal medium may include a propagated data signal with computer readable program code embodied therein, for example, in baseband or as part of a carrier wave. Such a propagated signal may take any of a variety of forms, including, but not limited to, electrical, electro-magnetic, magnetic, optical, or any suitable combination thereof. A computer readable signal medium may be any computer readable medium that is not a computer readable storage medium and that can communicate, propagate, or transport computer readable program code for use by or in connection with an instruction execution system, apparatus, or device. Computer readable program code embodied on a computer readable signal medium may be transmitted using any appropriate medium, including but not limited to wireless, wireline, optical fiber cable, Radio Frequency (RF), or the like, or any suitable combination of the foregoing

[0066] In one embodiment, the computer readable medium may comprise a combination of one or more computer readable storage mediums and one or more computer readable signal mediums. For example, computer readable program code may be both propagated as an electro-magnetic signal through a fiber optic cable for execution by a processor and stored on RAM storage device for execution by the processor.

[0067] Computer readable program code for carrying out operations for aspects of the present invention may be written in any combination of one or more programming languages, including an object oriented programming language such as Java, Smalltalk, C++ or the like and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The computer readable program code may execute entirely on the user's computer, partly on the user's computer, as a standalone computer-readable package, partly on the user's computer and partly on a remote computer or entirely on the remote computer or server. In the latter scenario, the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or the connection may be made to an external computer (for example, through the Internet using an Internet Service Provider).

[0068] The program code may also be stored in a computer readable medium that can direct a computer, other programmable data processing apparatus, or other devices to function in a particular manner, such that the instructions stored in the computer readable medium produce an article of manufacture including instructions which implement the function/act specified in the schematic flowchart diagrams and/or schematic block diagrams block or blocks.

[0069] The present disclosure may be embodied in other specific forms without departing from its spirit or essential characteristics. The described embodiments are to be considered in all respects only as illustrative and not restrictive. The scope of the disclosure is, therefore, indicated by the appended claims rather than by the foregoing description. All changes which come within the meaning and range of equivalency of the claims are to be embraced within their scope.

Claims

WHAT IS CLAIMED:

1. A method, comprising:

determining a current power output of a vehicle;

determining one or more viable transmission settings for a manual transmission of the vehicle based on the determined current power output, wherein the one or more viable transmissions settings are configured to yield substantially the same current power output, and wherein the viable transmission settings are selectable by an operator of the vehicle; determining a fuel consumption rate for each viable transmission setting;

determining a transmission setting based on the determined fuel consumption rates for each transmission setting, wherein the determined transmission setting corresponds with the lowest fuel consumption rate; and

providing an indication of the determined transmission setting to an operator of the vehicle to facilitate operator selection of determined transmission setting.

2. The method of claim 1, wherein the indication is provided as an audible instruction.

3. The method of claim 1, wherein the indication is provided as a visual display on an input/output device of the vehicle.

4. The method of claim 1, further comprising providing a command to implement the determined transmission setting with the transmission of the vehicle, wherein the command is provided to the transmission of the vehicle.

5. An apparatus, comprising:

a fuel consumption module structured to monitor a fuel consumption rate of a vehicle;

a power output module structured to determine a power output of the vehicle; and a transmission module structured to determine a transmission setting of a manual transmission based on a current power output of the vehicle, wherein the determined transmission setting corresponds with the lowest fuel consumption rate;

wherein the transmission module is further structured to provide an indication of the determined transmission setting to facilitate operator selection of the determined transmission setting.

6. The apparatus of claim 5, wherein the selected transmission setting substantially maintains the current power output.

7. The apparatus of claim 5, wherein the indication is provided as an audio instruction.

8. The apparatus of claim 5, wherein the indication is provided as a visual display on an input/output device of a vehicle.

9. The apparatus of claim 5, wherein the transmission module is further structured to provide a command to implement the selected transmission setting, wherein the command is provided to a transmission of the vehicle.

10. The apparatus of claim 5, wherein the transmission module is further structured to determine a fuel consumption rate for each transmission setting in a plurality of transmission settings based on the current power output of the vehicle.

11. A method, comprising:

receiving a designation of an engine operation mode, the engine operation mode including at least one of a power mode, a balance mode, and an economy mode;

determining a current fuel consumption rate of a vehicle based on a current transmission setting of a manual transmission of the vehicle, wherein the manual transmission of the vehicle includes a plurality of transmission settings;

determining a current power output of the vehicle in the current transmission setting; determining a fuel consumption rate for each viable transmission setting in a plurality of transmission settings of the transmission based on the designated engine operation mode, wherein the viable transmission settings are selectable by an operator; determining a transmission setting based on the determined fuel consumption rates for each viable transmission setting, wherein the determined transmission setting

corresponds with the lowest fuel consumption rate; and

providing an indication of the determined transmission setting to the operator of the vehicle to facilitate operator selection of the determined transmission setting.

12. The method of claim 11, wherein the indication is provided as an audio instruction.

13. The method of claim 11, wherein the indication is provided as a visual display.

14. The method of claim 11, wherein in the power mode, viable transmission settings correspond with transmission settings that substantially maintain the current power output.

15. The method of claim 11, wherein in the balance mode, viable transmission settings correspond with transmission settings that are determined to yield a power output within the current power output minus x percent.

16. The method of claim 11, wherein in the economy mode, viable transmission settings correspond with transmission settings that are determined to yield a power output within the current power output minus (x+y) percent.

17. The method of claim 11, wherein the determined fuel consumption rate for each viable transmission setting is based on:

determining an engine speed for each viable transmission setting; and determining a torque required for achieving an acceptable power output based on the designated engine operation mode.

18. An apparatus, comprising:

a power output module structured to determine a power output of the vehicle;

an economy-balance-power (EBP) module structured to receive a designation of an engine operation mode, the engine operation mode including at least one of a power mode, a balance mode, and an economy mode; and

a transmission module structured to:

determine a transmission setting of one or more viable transmission settings based on the designated engine operation mode, wherein the determined transmission setting corresponds with the lowest fuel consumption rate, and wherein the viable transmission settings are selectable by an operator; and

provide an indication of the selected transmission setting to the operator of the vehicle to facilitate operator selection of the determined transmission setting.

19. The apparatus of claim 18, wherein the indication is provided as at least one of an audio instruction and a visual display.

20. The apparatus of claim 18, wherein in the power mode, viable transmission settings correspond with transmission settings that substantially maintain a current power output.

21. The apparatus of claim 18, wherein in the balance mode, viable transmission settings correspond with transmission settings that are determined to yield a power output within a current power output minus x percent.

22. The apparatus of claim 21, wherein the x percent value is modifiable by an operator of the vehicle via an input/output device.

23. The apparatus of claim 18, wherein in the economy mode, viable transmission settings correspond with transmission settings that are determined to yield a power output within a current power output minus (x+y) percent.