DESC:Technical Field:
[001] The present disclosure relates to vehicle transmission. More specifically, the present disclosure relates to determining a required shift in gear position in a vehicle and advising the determined shift to a driver of the vehicle.

Background:
[002] In order to determine a correct gear position for optimal fuel economy and drivability of a vehicle, it is necessary to have real-time information related to the vehicle, like cargo loads, gradients, driveline efficiencies, rolling resistances, air drag, etc.

[003] Conventionally, for computing required shift in gear position (upshift and downshift), several inputs such as a vehicle speed, an engine speed, a transmission output shaft speed, a current gear position, and accelerator pedal position are considered. However, these inputs do not ensure efficient operation of the engine as the shift gear shift advices are not provided based on torque demanded by the engine. Conventional systems map the various inputs to required gear position, which may not be accurate and does not amount to optimal fuel consumption. Further, the engine torque information may not be readily available due to its transient nature. Hence, the conventional mapping technique cannot be used to optimize fuel consumption while provide gear shift advices.

[004] Additionally, one or more sensors may be implemented to know the gradient and variations, varying mass of passengers, cargo on the vehicle, driveline inefficiencies and variations, tire rolling resistances and variations, and wind resistance, etc. Such sensors help in computing the gear shift advice more accurately, either for drive performance or fuel economy or safety, according to needs. However, the existing solutions are expensive and increase the complexity of the overall gear shift advice computation system due to increased usage of sensors.

[005] The information disclosed in this background of the disclosure section is only for enhancement of understanding of the general background of the invention and should not be taken as an acknowledgement or any form of suggestion that this information forms the prior art already known to a person skilled in the art.

OBJECT:
[006] Thus, an object of the present disclosure is to provide a method and system for determining required shift in gear position in vehicles that is cost effective and less complex.
[007] Yet another object of the present disclosure is to improve fuel economy, drivability, and comfort of a vehicle.
[008] Yet another object of the present invention is to determine required shift in gear position with the focus on safety during downhill driving.
[009] Yet another object of the present invention is to provide a way to identify operator’s adherence to the gear shift advices.

SUMMARY:
[0010] The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description
[0011] In an embodiment, the present disclosure discloses a method for determining a required shift in gear position in vehicles. The method comprises receiving a plurality of variable parameters of the vehicle. Further, the method comprises determining a current gear position based on at least one variable parameter from the plurality of variable parameters and at least one rated parameter from a plurality of rated parameters stored in a memory associated with the ECU. Furthermore, the method comprises determining a reference acceleration value for the current gear position based on at least one variable parameter from the plurality of variable parameters and at least one rated parameter from the plurality of rated parameters. Thereafter, a current acceleration value of the vehicle is determined based on at least one variable parameter from the plurality of variable parameters. Further, an acceleration loss value is generated based on the reference acceleration value and the current acceleration value and a required shift in the gear position is determined based on the acceleration loss value, where the required shift in gear position is provided as advise to a driver of the vehicle.

[0012] In an embodiment, an Electronic Control Unit (ECU) for determining required shift in gear position in vehicles is disclosed. The ECU comprises one or more processors and a memory. The one or more processors determine a current gear position based on at least one variable parameter from the plurality of variable parameters and at least one rated parameter from a plurality of rated parameters stored in the memory. Further, the one or more processors determine a reference acceleration value for the current gear position based on at least one variable parameter from the plurality of variable parameters and at least one rated parameter from the plurality of rated parameters. Thereafter, the one or more processors determine a current acceleration value of the vehicle based on at least one variable parameter from the plurality of variable parameters. Furthermore, the one or more processors generate an acceleration loss value based on the reference acceleration value and the current acceleration value. Further, the one or more processors determining a required shift in the gear position based on the acceleration loss value, wherein the required shift in gear position is provided as advise to a driver of the vehicle.

BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWINGS:
[0013] The novel features and characteristic of the disclosure are set forth in the appended claims. The disclosure itself, however, as well as a preferred mode of use, further objectives and advantages thereof, will best be understood by reference to the following detailed description of an illustrative embodiment when read in conjunction with the accompanying figures. One or more embodiments are now described, by way of example only, with reference to the accompanying figures wherein like reference numerals represent like elements and in which:
[0014] Fig. 1 illustrates an exemplary block diagram for determining a required shift from current gear position, in accordance with an embodiment of the present disclosure; and

[0015] Fig. 2 illustrates an exemplary flow chart for determining a required shift from current gear position, in accordance with an embodiment of the present disclosure.

[0016] It should be appreciated by those skilled in the art that any block diagrams herein represent conceptual views of illustrative systems embodying the principles of the present subject matter. Similarly, it will be appreciated that any flow charts, flow diagrams, state transition diagrams, pseudo code, and the like represent various processes which may be substantially represented in computer readable medium and executed by a computer or processor, whether or not such computer or processor is explicitly shown.
DETAILED DESCRIPTION
[0017] In the present document, the word "exemplary" is used herein to mean "serving as an example, instance, or illustration." Any embodiment or implementation of the present subject matter described herein as "exemplary" is not necessarily to be construed as preferred or advantageous over other embodiments.
[0018] While the disclosure is susceptible to various modifications and alternative forms, specific embodiment thereof has been shown by way of example in the drawings and will be described in detail below. It should be understood, however that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternative falling within the scope of the disclosure.

[0019] The terms “comprises”, “comprising”, or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a setup, device or method that comprises a list of components or steps does not include only those components or steps but may include other components or steps not expressly listed or inherent to such setup or device or method. In other words, one or more elements in a system or apparatus proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or apparatus.

[0020] Embodiments of the present disclosure relate to a method and an Electronic Control Unit (ECU) for determining a required shift in gear position in a vehicle. The ECU receives a plurality of variable parameters. The plurality of variable parameters may be received from one or more sensors. The ECU stores a plurality of rated parameters in a memory. The ECU determines a reference acceleration value and a current acceleration value using at least one variable parameter from the plurality of parameters and at least one rated parameter from the plurality of rated parameters. Further, the ECU determines an acceleration loss value using the reference acceleration value and the current acceleration value. The acceleration loss value is used to determine if a current gear position of the vehicle has to be upshifted or to be retained in the same gear position.

[0021] Fig. 1 illustrates a block diagram for determining a required shift from a current gear position in a vehicle. The vehicle (not shown) comprises a plurality of sensors (1011, 1012, …, 101n). The plurality of sensors (1011, 1012, …, 101n) may be used to measure a plurality of variable parameters of the vehicle. In an embodiment, the one or more sensors (1011, 1012, …, 101n) may include but not limited to a pedal depression sensor, a Rotations Per Minute (RPM) meter, a torque sensor, an acceleration sensor and the like. In an embodiment, the plurality of variable parameters comprises at least one of a current vehicle speed, a brake status, a clutch status, a current engine speed, a current engine torque and an accelerator pedal position. In an embodiment, the ECU (102) may receive the plurality of variable parameters from the one or more sensors (1011, 1012, …, 101n) at predefined time intervals or at a continuous rate. In some embodiment, the mentioned variable parameters should not be considered as a limitation. A person skilled in the art should appreciate that various other sensors (not mentioned in the disclosure) may measure various other parameters. Also, various parameters may be calculated. Such parameters may also fall under the scope of the present disclosure. In some embodiments the one or more sensors (1011, 1012, …, 101n) may be mounted on the vehicle.

[0022] An Electronic Control Unit (ECU) (102) is disclosed in the Fig.1. The ECU (102) may be in communication with the one or more sensors (1011, 1012, …, 101n). The ECU (102) may be connected with the one or more sensors (1011, 1012, …, 101n) via in-vehicle network e.g., a Controller Area Network (CAN). The ECU (102) may comprise one or more processors (103) and a memory (104). The memory (104) may store processor executable instructions. The memory (104) may also store a plurality of rated parameters of the vehicle. The plurality of rated parameters may include, but not limited to, a number of gears, gear ratios for the each gear position, maximum torque for each gear position, peak torque, peak possible acceleration in each gear position, a driveline efficiency, a rolling resistance of vehicle, a cut-off value for acceleration of the vehicle and speed of the vehicle. This data is without reducing auxiliary loads like power steering, air conditioning, air compressor, alternator etc., peak torque deliverable by the engine without reducing auxiliary loads like power steering, air conditioner, etc., peak possible acceleration in each gear position neglecting power transmission losses, a driveline efficiency, a rolling resistance of vehicle in units of acceleration, a cut-off value for acceleration of the vehicle in down slope for preventing gear upshift advice when the accelerator pedal position is low or zero and cut-off speed of the vehicle beyond which upshift advice is delayed on downslope for ensuring safety, when the accelerator pedal position is low or zero. In an embodiment, the plurality of rated parameters are fixed parameters for a vehicle.
[0023] The system may also store algorithm / look up tables for upshift and down shift computation, respectively, based on the vehicle speed or the engine speed or the transmission output shaft speed, the current gear, and the accelerator pedal position.
[0024] In an embodiment, the one or more processors (103) are configured to receive the plurality of variable parameters of the vehicle. Further, the one or more processors (103) determine a current gear position based on at least one variable parameter from the plurality of variable parameters and at least one rated parameter from the plurality of rated parameters stored in the memory associated with the ECU. The current gear position is determined using the current vehicle speed, a current engine speed input, a gear ratio for the current gear position, a final drive ratio of the vehicle and a tire radius.

[0025] The one or more processors (103) further determine a reference acceleration value for the current gear position based on at least one variable parameter from the plurality of variable parameters and at least one rated parameter from the plurality of rated parameters. In an embodiment, the reference acceleration value is determined using a current engine torque, a peak torque, a peak possible acceleration, and a current acceleration value. The one or more processors determine the current acceleration value of the vehicle based on at least one variable parameter from the plurality of variable parameters. In an embodiment, the current acceleration value is determined using current speed of the vehicle. Further, the one or more processors (103) generate an acceleration loss value based on the reference acceleration value and the current acceleration value and determines the required shift in the gear position based on the acceleration loss value. The required shift in gear position is provided as an advice to a driver of the vehicle.

[0026] The one or more processors (103) determine the required shift from the current gear position while the vehicle is accelerating and while the vehicle is decelerating. While the vehicle is accelerating, the one or more processors (103) calculates a new engine speed value for a higher gear position with respect to the current gear position, based on a current engine speed, a gear ratio for the higher gear position, and a gear ratio for the current gear position. Further, the one or more processors calculates a maximum torque value for the higher gear position based on the new engine speed value. Thereafter, the one or more processors determines a maximum acceleration value for the higher gear position based on the maximum torque value. The maximum acceleration value is compared with the acceleration loss value for determining a required upshift in the gear position.

[0027] The one or more processors (103) determine the acceleration loss value while the vehicle is decelerating using the reference acceleration value, the current acceleration value, a tire rolling resistance value and a driveline efficiency.

[0028] Fig. 2 shows a flow chart illustrating a method for determining a required shift from current gear position, in accordance with some embodiments of the present disclosure.

[0029] As illustrated in Fig. 2, the method 200 may comprise one or more steps. The method 200 may be described in the general context of computer executable instructions. Generally, computer executable instructions can include routines, programs, objects, components, data structures, procedures, modules, and functions, which perform particular functions or implement particular abstract data types.

[0030] The order in which the method 200 is described is not intended to be construed as a limitation, and any number of the described method blocks can be combined in any order to implement the method. Additionally, individual blocks may be deleted from the methods without departing from the spirit and scope of the subject matter described herein. Furthermore, the method can be implemented in any suitable hardware, software, firmware, or combination thereof.

[0031] At step 201, receiving by the ECU (102) a plurality of variable parameters of the vehicle. In an embodiment, the plurality of variable parameters may include, but not limited to, the current vehicle speed, the brake status, the clutch status, the current engine speed, the current engine torque, the accelerator pedal position.
[0032] At step 202, determining by the ECU (102), the current gear position based on at least one variable parameter and at least one rated parameter. In a further embodiment, the at least one variable parameter may include the current vehicle speed, the current engine speed, the current gear ratio, the final drive ratio of the vehicle and the tire radius.

[0033] At step 203, determining by the ECU (102) the reference acceleration value for the current gear position based on at least one variable parameter and at least one rated parameter. In an embodiment, the reference acceleration value is an expected acceleration value for the measured plurality of variable parameters. For example, when the vehicle is travelling in a first gear position, an expected acceleration value may be 5-7 km/hr2. Likewise, when the vehicle is travelling in second gear position, an expected acceleration value may be 2-5 km/hr2. In an embodiment, at least one variable parameter may include the current engine torque, and the current acceleration value. In an embodiment, the at least one rated parameter may include the peak torque, the peak possible acceleration. The reference acceleration value is determined using the below equation:

aref-g+1 = (Tmax-Snew / Tpeak) * apeak-g+1 (1)
where,
aref-g+1 is the reference acceleration value for the next higher gear;
Tmax-Snew is the maximum torque value after upshifting to the next higher gear at the engine speed Snew at the next higher gear;
Tpeak is the peak engine torque value and
apeak-g+1 is the peak acceleration value for the next higher gear.

[0034] At step 204, determining by the ECU (102), the current acceleration of the vehicle using the current speed of the vehicle. In an embodiment, the current speed of the vehicle may be measured using the one or more sensors (1011, 1012, …, 101n).

[0035] At step 205, determining by the ECU (102), the acceleration loss value based on the reference acceleration value and the current acceleration value.

[0036] In an embodiment, when the vehicle is accelerating the acceleration loss value may be determined as a difference between the reference acceleration value and the current acceleration value. In an ideal condition, it is expected that the reference acceleration value and the current acceleration value are equal. In a further embodiment, a positive acceleration loss value may indicate that the current acceleration value is lesser than reference acceleration value and a negative acceleration loss value may indicate that the current acceleration value is greater than the reference acceleration value. In an embodiment, the acceleration loss value when the vehicle is accelerating may be represented by below equation:
Lacc = aref-g - acur (2)
where,
Lacc is the acceleration loss value when vehicle is accelerating; and
acurr is the current acceleration value.

[0037] In an embodiment, when the vehicle is decelerating, the acceleration loss value may be determined using the below equation:

Ldec = aref-g + (acur / e) + R (3)
where,
e = driveline efficiency; and
R = rolling resistance in units of acceleration of the vehicle;
acur is negative when the vehicle decelerates.
[0038] At step 206, determining by the ECU (102), the required shift in the gear position based on the acceleration loss value.

[0039] When the vehicle is accelerating, the required shift in the gear position is determined using the following steps. The ECU (102) calculates a new engine speed value for a higher gear position with respect to the current gear position based on a current engine speed, a gear ratio for the higher gear position, and a gear ratio for the current gear position. The new engine speed is determined using the below equation:

Snew = Scur * (rg+1 / rg) (4)
where,
Snew is the new engine speed value for the higher gear position;
Scur is the engine speed value for the current engine speed value;
rg+1 is the gear ratio for the higher gear position; and
rg is the gear ratio for the current gear position.

[0040] The ECU (102) further calculates a maximum torque value for the higher gear position based on the new engine speed value. In an embodiment, a look-up table (Table 1) which implements linear interpolation is used to determine the maximum torque value (Tmax-g+1), where the new engine speed (Snew) is stored in the first look-up table and a maximum torque value (Tmax-g+1) corresponding to the new engine speed (Snew) is determined from the look-up table (Table 1) as shown below:

Speed value Torque value
X1 Y1
X2 Y2
.
.
. .
.
.
Xn Yn
Table 1

[0041] In the look-up table (Table 1), the new engine speed values may be RPM values, for example, X = {700, 800, …, 2500) RPM. Corresponding maximum torque values may be Y = {500, 550, …, 590} Nm. In an embodiment, the look-up table (Table 1) may be generated by the ECU (102). In an embodiment, the look-up table (Table 1) may be generated externally and may be stored in the memory (104).

[0042] Further, the ECU (102) determines the maximum acceleration value (amax-g+1) for the higher gear position based on the maximum torque value (Tmax-g+1Snew) at the speed Snew. The below equation is used to determine the maximum acceleration value (amax-g+1):

amax-g+1 = (Tmax-g+1snew / Tpeak ) * apeak-g+1 (5)

[0043] The determined maximum acceleration value (amax-g+1) is compared with the acceleration loss value (Lacc) using the below equation:

amax-g+1 > L * Fg+1 (6)
where,
L is and the acceleration loss for acceleration or deceleration; and
Fg+1 is a buffer margin value for the higher gear position that estimates losses (frictional, wind, gradient resistance, and the like) occurring in the higher gear position and is set by calibrating the vehicle.

[0044] The buffer margin (F) is an array of the form F = {F2, F3, .. Fn}. Here, F3 may indicate the buffer margin for shifting from 2nd to 3rd gear position. A high value of the buffer margin (F) may indicate that high losses are anticipated after shifting to 3rd gear position from the 2nd gear position. Hence, for the upshift advice to occur, the maximum acceleration value (amax-g+1) (3rd gear position) may need to be higher, since amax-g+1 > L * Fg+1 for the upshift advice to occur. The determined shift in gear position is provided to a driver of the vehicle as advice. The shift in gear position is advised to the driver to maintain fuel economy.

[0045] In an embodiment, when the vehicle is decelerating, the acceleration loss value is calculated as shown in equation 3. Further, the steps described in para [39-41] may be used to determine a shift in gear position when the vehicle is decelerating. The determined shift in gear position is provided to the driver.

[0046] In an embodiment, the acceleration loss calculated using equation 2 and equation 3 are converted into equivalent torque to depict the torque demand on an engine of the vehicle. The equivalent torque (TL) is calculated using the below equation:

TL = (L / apeak-g) * Tpeak (7)

[0047] In existing systems, although the vehicle is accelerating with less acceleration, for example in situations like downhill driving, an upshift advise is provided. Such early upshift advice may cause safety issues of over speeding in a downhill.

[0048] In one embodiment, the ECU (102) may bypass the accelerator pedal input and may receive a simulated accelerator pedal input. The simulated accelerated pedal input may be proportional to the vehicle acceleration. Further, the ECU (102) may delay the upshift advice to an extent of simulated accelerated pedal position. Hence, the upshift advice is delayed to the extent of vehicle acceleration, resulting in more engine braking. This helps in safe driving of the vehicle. As the delayed upshift advice is proportional to the vehicle acceleration, the fuel economy is optimal because the upshift advice is not delayed by a fixed value.

[0049] In another embodiment, when the current acceleration value is greater than a defined acceleration value and the current vehicle speed is greater than a defined speed limit, then the ECU (102) aborts the upshift advice till the current acceleration value is lower than the defined acceleration value, thus enabling safe driving of the vehicle.

[0050] In an embodiment, the present disclosure enables driver adherence to the advice regarding the shift in gear position. A method may be implemented for identifying driver’s adherence to the gearshift advices. When the driver adheres to the gear-shift advice in a predefined time, the ECU (102) may record the instance as “correct shift”. For example, when the driver initiates to shift the gear within a defined time tshift (time from start of gear shift advice and its continuation), and completes the gear shift, the ECU (102) may increment a shift counter by 1. Similarly, when the driver does not adhere to the advice in the predefined time tshift, the ECU (102) may record an instance as “mis-shift”. In an example, when the driver does not initiate shift within the defined time tshift, the ECU (102) may increment a mis-shift counter by 1. When the driver does not initiate shift in twice the time tshift, the ECU (102) may increment the mis-shift counter again by 1, that is, total increment of 2, and so on. The “correct-shifts” and the “mis-shifts” may be recorded in the memory (104) of the ECU (102) and retrieved for analyzing the driving behavior of the driver.

[0051] In an embodiment, the present disclosure results in increasing fuel economy by providing gear shift advises. In an embodiment, the number of sensors used are less as one or more variable parameters among the plurality of variable parameters are calculated.

[0052] In an embodiment, the present disclosure ensures driver’s adherence to the provided gear shift advices to further improve the fuel economy.

[0053] The terms "an embodiment", "embodiment", "embodiments", "the embodiment", "the embodiments", "one or more embodiments", "some embodiments", and "one embodiment" mean "one or more (but not all) embodiments of the invention(s)" unless expressly specified otherwise.

[0054] The terms "including", "comprising", “having” and variations thereof mean "including but not limited to", unless expressly specified otherwise.

[0055] The enumerated listing of items does not imply that any or all of the items are mutually exclusive, unless expressly specified otherwise. The terms "a", "an" and "the" mean "one or more", unless expressly specified otherwise.

[0056] A description of an embodiment with several components in communication with each other does not imply that all such components are required. On the contrary a variety of optional components are described to illustrate the wide variety of possible embodiments of the invention.

[0057] When a single device or article is described herein, it will be readily apparent that more than one device/article (whether or not they cooperate) may be used in place of a single device/article. Similarly, where more than one device or article is described herein (whether or not they cooperate), it will be readily apparent that a single device/article may be used in place of the more than one device or article or a different number of devices/articles may be used instead of the shown number of devices or programs. The functionality and/or the features of a device may be alternatively embodied by one or more other devices which are not explicitly described as having such functionality/features. Thus, other embodiments of the invention need not include the device itself.

[0058] The illustrated operations of Fig. 2 shows certain events occurring in a certain order. In alternative embodiments, certain operations may be performed in a different order, modified or removed. Moreover, steps may be added to the above described logic and still conform to the described embodiments. Further, operations described herein may occur sequentially or certain operations may be processed in parallel. Yet further, operations may be performed by a single processing unit or by distributed processing units.

[0059] Finally, the language used in the specification has been principally selected for readability and instructional purposes, and it may not have been selected to delineate or circumscribe the inventive subject matter. It is therefore intended that the scope of the invention be limited not by this detailed description, but rather by any claims that issue on an application based here on. Accordingly, the disclosure of the embodiments of the invention is intended to be illustrative, but not limiting, of the scope of the invention, which is set forth in the following claims.

[0060] While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated by the following claims.

Referral numerals:
Part number Part name
1011 …, 101n Sensors
102 ECU
103 Processor
104 Memory

,CLAIMS:
1. A method for determining a required shift in gear position in vehicles, the method comprising:
receiving, by an Electronic Control Unit (ECU), a plurality of variable parameters of a vehicle;
determining, by the ECU, a current gear position based on at least one variable parameter from the plurality of variable parameters and at least one rated parameter from a plurality of rated parameters stored in a memory associated with the ECU;
determining, by the ECU, a reference acceleration value for the current gear position based on at least one variable parameter from the plurality of variable parameters and at least one rated parameter from the plurality of rated parameters;
determining, by the ECU, a current acceleration value of the vehicle based on at least one variable parameter from the plurality of variable parameters;
generating, by the ECU, an acceleration loss value based on the reference acceleration value and the current acceleration value; and
determining, by the ECU, the required shift in the gear position based on the acceleration loss value, wherein the required shift from the current gear position is provided as advise to a driver of the vehicle.

2. The method as claimed in claim 1, wherein the plurality of variable parameters comprises at least one of a current vehicle speed, a brake status, a clutch status, a current engine speed, a current engine torque, an accelerator pedal position, and wherein the plurality of rated parameters comprises at least a number of gears, gear ratios for the each gear position, maximum engine torque values for a range of engine rpm values, peak engine torque, peak possible acceleration in each gear, a driveline efficiency, a vehicle rolling resistance, a cut-off value for acceleration of the vehicle during downhill motion and cutoff speed of the vehicle during downhill motion.

3. The method as claimed in claim 1, wherein the current gear position is determined using a current vehicle speed, a current engine speed, a current gear ratio, a final drive ratio of the vehicle and a tire radius, wherein the reference acceleration value is calculated using a maximum engine torque for the next higher gear, a peak torque and a peak possible acceleration.

4. The method as claimed in claim 1, wherein determining the required shift from the current gear position while the vehicle is accelerating comprises:
calculating a new engine speed value for a higher gear position with respect to the current gear position, based on a current engine speed value, a gear ratio for the higher gear position, and a gear ratio for the current gear position;
calculating a maximum torque value for the higher gear position based on a new engine speed value; and
determining a maximum acceleration value for the higher gear position based on the maximum torque value, wherein the maximum acceleration value is compared with the acceleration loss value for determining a required upshift in the gear position.

5. The method as claimed in claim 1, wherein the acceleration loss value while the vehicle is decelerating is determined based on the reference acceleration value, the current acceleration value, a tire rolling resistance value and a driveline efficiency.

6. The method as claimed in claim 1, wherein the acceleration loss value is used to determine an equivalent torque value, wherein the equivalent torque value is used to determine the required shift from the current gear position.

7. An Electronic Control Unit (ECU) for determining required shift in gear position in vehicles, the ECU comprising:
one or more processors, and
a memory;
wherein the one or more processors are configured to:
receive a plurality of variable parameters of a vehicle;
determine a current gear position based on at least one variable parameter from the plurality of variable parameters and at least one rated parameter from a plurality of rated parameters stored in the memory associated with the ECU;
determine a reference acceleration value for the current gear position based on at least one variable parameter from the plurality of variable parameters and at least one rated parameter from the plurality of rated parameters;
determine a current acceleration value of the vehicle based on at least one variable parameter from the plurality of variable parameters;
generate an acceleration loss value based on the reference acceleration value and the current acceleration value; and
determining the required shift in the gear position based on the acceleration loss value, wherein the required shift from the current gear position is provided as advise to a driver of the vehicle.

8. The ECU as claimed in claim 7, wherein the one or more processors determines the current gear position by determining current vehicle speed, a current engine speed input, the gearbox gear ratios, final drive ratio of the vehicle and a tire radius, wherein the one or more processors determine the reference acceleration value using a current engine speed, the gearbox gear ratios, the engine torque data for a range of rpm values, a peak torque, a peak possible acceleration.

9. The ECU as claimed in claim 7, wherein the one or more processors determines the required shift from the current gear position while the vehicle is accelerating by:
calculating a new engine speed value for a higher gear position with respect to the current gear position, based on a current engine speed value, a gear ratio for the higher gear position, and a gear ratio for the current gear position;
calculating a maximum torque value for the higher gear position based on the new engine speed value; and
determining a maximum acceleration value for the higher gear position based on the maximum torque value, wherein the maximum acceleration value is compared with the acceleration loss value for determining a required upshift in the gear position.

10. The ECU as claimed in claim 7, wherein the one or more processors determine the acceleration loss value while the vehicle is decelerating using the reference acceleration value, the current acceleration value, a tire rolling resistance value and a driveline efficiency.