MXPA99007608A - Electronic controller for a mutual speed arrow change apparatus - Google Patents

Abstract

The present invention relates to an integrated system for automatically controlling the operation of both an automated manual transmission (13) and a multiple speed axle assembly (14) in a vehicle powertrain assembly that includes an actuator (15) of transmission to operate the transmission in any of a plurality of transmission gear ratios. The system further includes an axle driver (17) for operating the axle assembly (14) at any of a plurality of shaft gear ratios. An electronic controller (20) is provided to operate the transmission (13) on a desired one of a plurality of gear ratios of the transmission (13) and to operate such an assembly (14) of the shaft in a desired of a plurality of ratios of Shaft gear to provide a desired overall gear ratio for the vehicle. To accomplish this, the electronic controller (20) responds to one or more input signals representing the operating parameters of the vehicle. When it is determined that a change in the overall gear ratio of the vehicle is necessary, the electronic controller (20) operates one or both of the drive actuator (15) and the arrow actuator (17) to obtain the desired overall gear ratio. . The determination of whether the drive actuator (15) is actuationally driven, whether the actuator (17) of the shaft is actuated or whether both the drive actuator (15) and the shaft actuator (17) are actuated depend on the gear ratios specific ones provided by the drive actuator (15) and (17) of the axle, the general gear ratio in progress, the desired general gear ratio and other factors. The system can also be adapted for use with an automatic transmission and with a variable speed motor, such as an electric motor, which is directly connected to the assembly (14) of the shaft, without an intermediate transmission.

Description

ELECTRONIC CONTROLLER FOR A MULTIPLE SPEED ARROW CHANGE APPARATUS BACKGROUND OF THE INVENTION This invention relates in general to a drive train assembly including a rotational energy source and a multiple speed arrow to provide a desired rate reduction gear ratio between the rotational power source and the driven wheels of the vehicle. More particularly, this invention relates to an electronic controller for automatically controlling the operation of a multiple speed arrow assembly in such a vehicle powertrain assembly. Virtually in all land vehicles currently in use, a powertrain assembly is provided that includes a source of rotational energy that drives one that in turn rotates the wheels. In many cases, the source of rotational energy is constituted as an internal combustion or diesel engine. Such engines are designed to operate within a relatively narrow range of speeds and are not well suited for operation at very low or very high speeds. Therefore, the drive train assembly of a motor-driven vehicle typically includes a coupling mechanism connected to the engine and a transmission connected between the coupling mechanism and the driving shaft. The coupling mechanism is provided to selectively disengage the engine preventing it from driving the remaining components of the powertrain assembly, allowing the engine to run while the vehicle is stopped. The transmission provides a plurality of gear reduction ratios between the motor and the driving shaft, whereby uniform acceleration and deceleration of the vehicle is facilitated. In other cases, however, the source of rotational energy is constituted as an electric motor. Such engines are capable of stopping and starting efficiently and are suitable for operations over a wide range of speeds. As a result, in a motor-driven vehicle, the variable speed motor can be connected directly to the driving shaft without an intermediate transmission in the drive train assembly. For those motor-driven vehicles that include a coupling mechanism and a transmission, operations of the coupling mechanism and transmission are often carried out manually, i.e. in response to a physical effort by the vehicle driver. In such manually operated systems, the coupling mechanism is usually constituted as a mechanical clutch. When the clutch is engaged, the transmission is driven by the vehicle engine to operate the vehicle in a selected gear ratio. To change the transmission from the first gear ratio to the second gear ratio, the clutch is initially uncoupled so that power is not transmitted from the vehicle engine to the transmission. This allows the speed change operation to be carried out within the transmission under a load condition without torque to avoid undesirable collision of the gear teeth engaged. Subsequently, the clutch is re-engaged so that energy is transmitted from the vehicle engine to the transmission to operate the vehicle at a second gear ratio. A typical structure for a mechanical clutch includes a cover that is connected to a fixed flywheel at the end of the output shaft of the vehicle engine for rotation therewith. A pressure plate is placed inside the clutch between the cover and the steering wheel. The pressure plate is connected for rotation with the flywheel and the cover, but it is allowed to move axially in relation thereto. Therefore, the steering wheel, the cover and the pressure plate are all constantly rotated by the engine of the vehicle. A drive disk assembly is placed between the flywheel and the pressure plate. The drive disc assembly is supported on the transmission input shaft for rotation with the same, but it is allowed to move axially in relation to it. To engage the clutch, the pressure plate moves axially towards the flywheel to a coupled position, where the drive disc assembly is frictionally engaged between the flywheel and the pressure plate. As a result, the drive disc assembly (and the drive input shaft on which it is supported) are urged to rotate with the flywheel, cover and pressure plate. To uncouple the clutch, the pressure plate moves axially away from the flywheel to an uncoupled position. When the pressure plate moves axially to this decoupled position, the drive disc assembly does not frictionally engage between the flywheel and the pressure plate. As a result, the drive disc assembly (and the drive input shaft on which it is supported) are not driven to rotate with the flywheel, cover and pressure plate. In order to carry out such axial movement of the pressure plate between the coupled and uncoupled positions, most of the mechanical clutches are provided with a release assembly that includes a generally hollow cylindrical release sleeve which is placed around the shaft. transmission input. The forward end of the release sleeve extends into the clutch and is connected through a plurality of levers or other mechanical mechanism to the pressure plate. In this way, the axial movement of the release sleeve causes a corresponding axial movement of the pressure plate between the coupled and uncoupled positions. Usually, one or more coupling springs are provided within the clutch to drive the pressure plate toward the engaged position. These coupling springs typically react between the release sleeve and the cover to normally maintain the clutch in the coupled condition. The rear end of the release sleeve extends outwardly from the clutch through a central opening formed through the cover. Because the release sleeve is connected to the cover and the clutch pressure plate, it is also constantly driven to rotate whenever the vehicle engine is running. Therefore, an annular release bearing is usually mounted on the rear end of the release sleeve. The release bearing is axially fixed on the release sleeve and includes an inner race which rotates with the release sleeve, an outer race which is prevented from rotating, and a plurality of bearings positioned between the inner race and the raceway. outer track to accommodate such relative rotation. The non-rotating outer race of the release bearing is typically coupled by a drive mechanism for moving the release sleeve (and therefore, the pressure plate) between the engaged and uncoupled positions to operate the clutch. The clutch can be disengaged by pressing the clutch pedal located in the driver's compartment of the vehicle. The clutch pedal is connected through a mechanical link to the outer race of the clutch release bearing so that when the clutch pedal is depressed, the clutch pressure plate moves from the engaged position to the uncoupled position. When the clutch pedal is released, the coupling springs provided within the clutch return to the pressure plate from the uncoupled position to the engaged position. A typical structure for the manual transmission includes a cover containing the transmission input shaft connected to the rotational energy source, a transmission output shaft connected to the driving shaft, and a plurality of toothed gears. A manually operable structure is provided to connect the selected gears between the transmission input shaft and the transmission output shaft to provide the desired gear reduction gear ratio therebetween. The toothed gears contained within the transmission cover are of variable size so as to provide a plurality of such gear ratios. By properly switching between these various gear ratios, the acceleration and deceleration of the vehicle can be carried out in a uniform and efficient manner. The gear change operation in the transmission can be performed when the clutch is uncoupled manually by moving a shift lever which extends from the transmission in the vehicle driver compartment. Manually operated transmission and clutch assemblies of this general type are well known in the art and are relatively simple, cheap and light in structure and operation. Because of this, most of the clutch / transmission assemblies of medium and heavy duty trucks in common use are currently operated manually. For those motor-driven vehicles that include a coupling mechanism and a transmission, the operations of such a coupling and transmission mechanism can also be carried out automatically, that is, without any physical effort on the part of the driver of the vehicle. In order to improve the convenience of use of manually operated clutch / transmission assemblies described in the foregoing, various structures have been proposed to partially or completely automate the change of an otherwise manually operated transmission. In a partial or fully automated manual transmission, the clutch pedal manipulated by the driver must be replaced by an automated clutch actuator, for example a hydraulic or pneumatic actuator. The operation of the automated clutch actuator can be controlled by an electronic controller or other control mechanism to selectively couple and uncouple the clutch without manual effort on the part of the driver. Similarly, the shift lever driven by the driver can also be replaced by an automated drive actuator, such as a hydraulic or pneumatic actuator which is controlled by an electronic controller or other control mechanism to select and couple the gear ratios for use. Alternatively, an automatic transmission may be provided in the drive train assembly. An automatic transmission differs markedly in structure and operation of manually operated transmissions and automated manual transmissions, described above. In a conventional automatic transmission, the coupling mechanism is typically constituted as a hydraulic torque converter or other fluid coupling based on the mechanical clutch described above. The transmission contains a plurality of sets of mechanical gears that are selectively coupled and uncoupled by fluid operated clutches to provide the desired gear ratios. The operations of the torque converter and fluid operated clutches are typically controlled by an electronic controller in response to the predetermined operating conditions of the vehicle, without any manual effort on the part of the vehicle operator. A wide variety of automatic transmissions of this general type are known in the art. Because they are a bit more complicated and expensive than the manually operated transmissions described above, automatic transmissions are commonly used only in relatively small and lightweight vehicles, such as passenger vehicles and light and medium trucks. As mentioned before, it is further known to use a variable speed electric motor as the source of rotational energy in a vehicle powertrain assembly. The speed of operation of such electric motor is usually controlled by an electronic controller in response to the movement of an accelerator pedal by a vehicle operator. Because the speed at which the electric motor can be varied is easier compared to an internal motor or a diesel engine, the output shaft of the electric motor is often connected directly to the driving shaft of the drive train assembly., without the use of an intermediate transmission. Both in motor-driven powertrain assemblies (those that include coupling / transmission structures) and in motor-driven powertrain assemblies (those that do not include such coupling / transmission structures), drive shaft assemblies are provided for transmit the rotational energy to the driven wheels of the vehicle. A typical arrow assembly includes a housing that contains an arrow input shaft that is connected through a differential gear assembly to a pair of arrow output shafts. The differential gear assembly divides the rotational energy of the arrow gear shaft to the two arrow output shafts, and therefore, rotatably drives the wheels of the vehicle. In some cases, the arrow assembly is structured to provide only a single speed reduction gear ratio between the arrow input shaft and the arrow output shafts. However, in other cases, the arrow assembly is structured to provide two (or possibly more) speed reduction gear ratios between the arrow input shaft relative to the arrow output shafts. Multi-speed arrow assemblies are desirable because they extend the amount of speed reduction gear ratios beyond those provided by the transmission, in a relatively simple and cost-efficient manner. For example, a four-speed transmission that is operated in conjunction with a two-speed arrow assembly provides a total of eight gear ratios available. In these multiple speed arrow assemblies, it is known to provide a manually operable mechanism for switching between the gear ratios of the arrow. In the past, this manually operable mechanism included a mechanical link extending from the vehicle driver's compartment to the arrow assembly. The driver of the vehicle physically moved the mechanical joint to switch between the gear ratios of the arrow. However, more recently, this manually operable mechanism includes an electrical switch connected to operate an electric motor provided on the arrow assembly. The driver of the vehicle manually operates the electric switch to control the operation of the electric motor to change between the gear ratios of the arrow. It is well known that a multiple speed arrow assembly is operated manually together with a manual transmission / clutch assembly. However, the manually operated multiple speed arrow assembly can not be easily used with a partially or fully automated manual transmission or with an automatic transmission as described above. In addition, a manually operable multiple speed arrow assembly can not be used with ease with a variable speed motor that is directly connected to it. Therefore, it would be desirable to provide a controller to automatically control the operation of a multiple speed arrow assembly with either a partially or fully automated manual transmission, an automatic transmission, or a variable speed motor in a power train assembly. vehicle.

BRIEF DESCRIPTION OF THE INVENTION This invention relates to an electronic controller for automatically controlling the operation of a multiple speed arrow assembly in a vehicle powertrain assembly. In a first embodiment, the vehicle powertrain assembly includes an automated manual transmission and a transmission actuator to operate the transmission in any of a plurality of gear ratios of the transmission. The system further includes a shaft actuator for operating the arrow assembly at any of a plurality of gear ratios of the shaft. An electronic controller is provided to operate the transmission in one of the plurality of gear ratios of the desired transmission, and to operate the assembly of the arrow in one of a plurality of gear ratios of the desired arrow, to provide a desired total gear ratio for the vehicle. To accomplish this, the electronic controller responds to one or more input signals that represent the operating parameters of the vehicle. When it is determined that a change in the total gear ratio of the vehicle is necessary, the electronic controller operates one or both of the drive actuators and the arrow actuator to obtain the desired total gear ratio. The determination of whether only the drive actuator is actuated, whether only the arrow actuator is actuated or whether both the drive actuator and the shaft drive are operated, will depend on the specific gear ratios provided by the transmission and the drive actuator. arrow, the current total gear ratio, the desired total gear ratio and other factors. The system can also be adapted for use with an automatic transmission and with a variable speed motor, such as an electric motor, which is directly connected to the arrow assembly without an intermediate transmission. Various objects and advantages of this invention will become apparent to those familiar with the art from the following detailed description of the preferred embodiments, when read in light of the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a block diagram of a first embodiment of a vehicle powertrain assembly that includes an integrated system for automatically controlling the operation of both an automated manual transmission and a multiple speed arrow assembly. Figure 2 is a flowchart illustrating a simplified algorithm for controlling the operation of the electronic controller illustrated in Figure 1. Figure 3 is a block diagram of a second embodiment of a vehicle powertrain assembly that includes a system integrated to automatically control the operation of both the automatic transmission and the multi-speed arrow assembly.

Figure 4 is a block diagram of a third embodiment of a vehicle powertrain assembly that includes an integrated system for automatically controlling the operation of both the variable speed motor and the multiple speed arrow assembly.

DETAILED DESCRIPTION OF THE PREFERRED MODALITIES Referring now to the drawings, which illustrates Figure 1 a block diagram of a first embodiment of a vehicle powertrain assembly generally indicated with the numeral 10, in accordance with this invention. The drive train assembly 10 includes a conventional motor 11, such as an internal combustion engine or a diesel engine or other source of rotational energy. The motor 11 is connected through an output shaft 11, such as a crankshaft of the motor 11, to a clutch 12. The clutch 12 is also conventional in the art and functions to selectively connect the output shaft 11 of the motor 11 to an input shaft 13a of a transmission 13. The transmission 13 contains a plurality of toothed gears (not shown) that selectively connect between the input shaft 13a and the output shaft 13b. The toothed gears contained within the transmission 13 are of variable size so as to provide a plurality of gear ratios. By properly moving between these various gear ratios, a desired gear reduction gear ratio can be provided between the input shaft 13a and the output shaft 13b of the transmission 13. The output shaft 13b of the transmission 13 is connected through a conventional drive shaft (not shown) to a conventional multiple speed arrow assembly 14. The arrow assembly 14 includes one or more wheels (not shown) that are rotationally driven by the engine 11 as long as the clutch 12 engages. The multiple speed arrow assembly 14 also contains a plurality of toothed gears.(not shown) that are selectively connected between the output shaft 13b of the transmission 13 and the wheels of the vehicle. The toothed gears contained within the multiple speed arrow assembly 14 are of variable size so as to provide a plurality (typically two) of such gear ratios. By properly changing between these various gear ratios, a desired speed reduction gear ratio can be provided between the output shaft 13b of the transmission 13 and the wheels of the vehicle. By properly changing between the various speed reduction transmission ratios provided by both the transmission 13 and the multiple speed arrows assembly 14, the acceleration and deceleration of the vehicle can be carried out in a uniform and efficient manner. This general structure for the drive train assembly 10 described so far is well known in the art. The transmission 13 illustrated can be a partial or fully automated manual transmission. In a typical partially automated manual transmission, a shift lever (not shown) manipulated by the driver engages and moves some of the plurality of shift lanes contained within the transmission to couple a first set of gear ratios for use. However, an actuator is provided 15 automatically transmits on transmission 13 to couple and move the remaining shift rails to engage a second set of gear ratios for use. For example, it is known that a partially automated manual transmission can be provided where the ratios of The lower gears are manually selected and coupled by the vehicle driver using the shift lever, while the larger gear ratios are automatically selected and coupled by the drive actuator 15. An example of a partially typical manual transmission The automated structure of this general structure is described in detail in U.S. Patent No. 5,450,767, owned by the assignee of this application. The description of that patent is incorporated herein by reference. In a fully automated manual transmission, the gear lever driven by the operator is usually replaced by the drive actuator 15. The drive actuator 15 operates to displace all of the shift rails contained within the transmission so that all of the available gear ratios are selected and coupled. The aforementioned patent discusses the adaptability of the partially described automated transmission actuator 15 to fully automate the transmission change described therein. However, it will be appreciated that this invention can be carried out with any desired structure for the transmission 13 and the drive actuator 15. To facilitate the automatic change of the transmission 15, the clutch 12 is provided with a clutch actuator 16. The structure and operation of the clutch actuator 16 are conventional in the art. Briefly, a clutch actuator 16 is provided to replace the clutch pedal manipulated by the driver so as to partially or completely automate the operation of the clutch 12. The clutch actuator 16 is effective to operate the clutch 12 either in the coupled or uncoupled. When the clutch is uncoupled, the transmission 13 is driven by the engine 11 of the vehicle to operate the vehicle in a selected gear ratio. To change the transmission 13 from a first gear ratio to a second gear ratio, initially the clutch 12 is decoupled so that no energy is transmitted from the motor 11 of the vehicle to the transmission 13. This allows the drive actuator 15 carry out a gear change operation within the transmission 13 under a load condition without torque to avoid undesirable impact of the gear teeth. Later, the clutch 12 is coupled again so that power is transmitted from the motor 11 of the vehicle to the transmission 13 to operate the vehicle in a second gear ratio. One structure that has been found is acceptable for the clutch actuator 16 which is described in the United States patent application Serial No. 08 / 891,625, in common ownership, filed on July 9, 1997, the description of which it is incorporated herein by reference. However, it will be appreciated that this invention can be practiced, with any desired structure for the clutch 12 and the clutch actuator 16. To facilitate the automatic change of the multiple speed arrow assembly 14, an arrow actuator 17 is provided. The structure and operation of the arrow actuator L7 are conventional in the art. Briefly, the arrow actuator 17 is provided to replace a mechanical joint manipulated by the conductor or an electrical motor / switch assembly so as to automate the operation of the arrow assembly 14. The arrow actuator 17 may include an electric motor (not shown) that is effective to operate the arrow assembly 14 in a desired gear ratio. Typically, the arrow assembly 14 is capable of providing two gear ratios, a relatively low first gear ratio and a relatively high second gear ratio. Therefore, when the first gear ratio is coupled, the wheels of the vehicle are driven by the motor 11 of the vehicle to operate the vehicle in a relatively low gear ratio, relative to the rotational speed of the output shaft 13b of the vehicle. transmission 13. Similarly, when the second gear ratio is engaged, the wheels of the vehicle are driven by the engine 11 of the vehicle to operate the vehicle in a relatively high gear ratio relative to the rotational speed of the output shaft 13b of the vehicle. transmission 13. An arrow actuator 17 is provided to change the arrow assembly 14 between a first and second gear ratio in a manner described in the following. A structure that has been found to be acceptable for the arrow actuator 17 is described in commonly owned U.S. Patent No. 4,793,458, filed December 27, 1988, the disclosure of which is incorporated herein by reference. . However, it will be appreciated that this invention can be carried out with any desired structure for the arrow assembly 14 and the arrow actuator 17.

The operation of the clutch actuator 16, the drive actuator 15 and the arrow actuator 17 are controlled by the electronic controller 20. The electronic controller 20 can be constituted like any conventional microprocessor or similar computing apparatus which can be programmed to operate the clutch actuator 16 (to carry out the decoupling and automatic coupling of the clutch 12) the drive actuator 15 (to carry out the automatic transmission transmission 13 when the clutch 12 is uncoupled) and the arrow actuator 17 (to carry out the automatic change of the arrow assembly 14) as described above. The operation of the electronic controller 20 will be described in detail in the following. A transmission output shaft speed sensor 21 provides an input signal to the electronic controller. The output shaft speed sensor 21 is conventional in the art and is adapted to generate an electrical signal which is representative of the actual rotation speed of the output shaft 13b of the transmission 13. A position sensor 22 The clutch also provides an input signal to the electronic controller 20. The structure and operation of the clutch position sensor 22 is conventional in the art and is adapted to provide an electrical signal to the electronic controller 20 which is representative of the actual position of the clutch 12 as it moves between the engaged and uncoupled positions.

A motor controller 23 is provided to control the operation of the motor 11 of the vehicle. The motor controller 23 may also be constituted as a conventional microprocessor or a similar computing apparatus which may be programmed to operate the motor 11 in a desired manner. Initially, the motor controller 23 controls the operation of the motor 11 in response to an input signal generated by a position sensor 24 of the accelerator pedal. The accelerator pedal position sensor 24 is conventional in the art and is adapted to generate an electrical signal which is representative of the actual position of the accelerator pedal (not shown) of the vehicle. As is well known, the accelerator pedal is physically manipulated by the foot of the driver of the vehicle to control the operation of the same. The accelerator pedal is pressed by the driver when he wants to increase the speed of the engine 11 and move the vehicle. Conversely, the accelerator pedal is released when you want to decrease the speed of the engine 11 to brake or stop such movement of the vehicle. Therefore, the motor controller 23 controls the speed of the motor 11 in response to the signal from the accelerator pedal position sensor 24 so that the vehicle operates as desired by the driver. The accelerator pedal position sensor 24, if desired, may be replaced by a throat position sensor (not shown) or another sensor responsive to the driver which generates a signal which is representative of the desired velocity or mode of vehicle operation. A second input to the motor controller 23 is a motor output shaft speed sensor 25. The motor output shaft speed sensor 25 is conventional in the art and is adapted to generate an electrical signal which is representative of the actual rotational speed of the output shaft of the motor 11. The electronic controller 20 and the controller 23 of the engine communicate with each other on a line 26 of common data link extending between them. In a manner that is generally conventional in the art, the electronic controller 20 and the motor controller 23 are programmed to communicate and cooperate with each other so as to control the operation of the vehicle in a manner desired by the driver of the vehicle. Specifically, the electronic controller and the motor controller 23 are effective to control the operation of the motor 11., the clutch 12, the transmission 13 and the arrow assembly 14 in such a way that the vehicle can be started and stopped only by physical manipulation of the accelerator and brake pedals, similar to a conventional automatic transmission in a passenger vehicle. To accomplish this, the signals from the accelerator pedal position sensor 24 and the motor output shaft speed sensor 25 are available to the electronic controller 20 on the common data link line 26. Alternatively, the accelerator pedal position sensor signals 24 and the motor output shaft speed sensor 25 can be fed directly to the electronic controller 20. In the illustrated embodiment, the electronic controller 20 responds to the input signals generated by the speed sensor 21, the clutch position sensor 22 and the motor controller 23 to control the operation of the clutch actuator 16, the actuator 15 of transmission and the arrow actuator 17. However, the electronic controller 20 can respond to any desired number of input signals, including those representing vehicle operating parameters other than those specifically shown, to control the operation of the clutch actuator 16, the drive actuator 15 and the 17 arrow actuator. The specific nature of the algorithm or program executed by the electronic controller will vary to some extent from one vehicle to another. However, in general, the electronic controller 20 responds to the input signals to cause a change to be made to either or both, the transmission 13 and the arrow assembly 14 to obtain a general gear ratio. desired for the vehicle. By properly changing the transmission 13 and the arrow assembly 14, the acceleration and deceleration of the vehicle can be carried out in a uniform and efficient manner.

Figure 2 shows a flow chart, generally indicated with the number 30, illustrating a simplified algorithm for controlling the operation of the electronic controller 20 illustrated in Figure 1. In a first step 31 of the algorithm, the electronic controller 20 reads some or the totality of the input signals supplied thereto. Then the algorithm 30 introduces a decision point 32 where the electronic controller 20 determines whether a change in the overall gear ratio of the vehicle is necessary based on the predetermined criteria. Typically, these predetermined criteria are stored in a permanent memory of the electronic controller. As mentioned in the above, the specifications of the predetermined criteria will vary from one vehicle to another. This invention contemplates that any desired predetermined criteria can be used to determine whether a change in the overall gear ratio of the vehicle is necessary. If the electronic controller 20 determines that a change in the overall gear ratio of the vehicle is not currently required, the algorithm 30 branches back to the first stage 31, where the electronic controller 20 reads some or all of the signals again. of input supplied to it. However, if the electronic controller 20 determines that a change in the total gear ratio of the vehicle is currently required, the algorithm 30 addresses an instruction point 33 where one or both of the drive actuator 15 and the drive 17 are operated. of arrow to obtain the desired gear ratio. The determination of whether the drive actuator 15 is driven alone, whether the arrow actuator 17 is driven alone or whether both the drive actuator 15 and the arrow actuator 17 are driven, will depend on the specific gear ratios provided by the transmission. 13 and the arrow assembly 14, the current total gear ratio, the desired total gear ratio and other factors that are well known in the art. Usually, the clutch actuator 16 is initially actuated by the electronic controller 20 to disengage the clutch 12 before actuating the drive actuator 15 to change the transition 13. The arrow assembly 14 can be driven at the same time the change under a load condition without torque. Alternatively, the arrow actuator 17 can be constituted using a conventional spring-loaded structure that previously deflects the arrow assembly 14 to automatically change as long as the magnitude of the torque therein decreases below a predetermined level. After the change has been carried out appropriately, the algorithm 30 is routed back to the first stage 31, where the electronic controller 20 again reads part or all of the input signals supplied thereto.

For purposes of illustration, assume that the transmission 13 is capable of providing four different gear ratios designated as gear ratios of the first, second, third and fourth transmission. Assume further that the arrow assembly 14 is capable of providing two different gear ratios designated as low and high arrow gear ratios, and that the difference between the arrow gear ratios is greater than the difference between any of the ratios of gear of the adjacent transmission. If the vehicle is at rest when the accelerator pedal is depressed, the electronic controller 20 will determine that the vehicle must be operated in a first general gear ratio. To accomplish this, the electronic controller 20 initially drives the drive actuator 15 to change the transmission 13 to the first gear ratio of the transmission and the arrow actuator 17 to change the arrow assembly 14 to the gear ratio of low arrow The combination of the first gear ratio of the transmission and the gear ratio of the low arrow provides the first general gear ratio. The vehicle is accelerated gradually, the electronic controller 20 will subsequently determine that the vehicle must be operated sequentially through the second, third and fourth general gear ratios. This is accomplished by actuating the drive actuator 15 to change the transmission 13 in a second, third and fourth gear ratios of the transmission, while keeping the arrow assembly 14 in the low arrow gear ratio. To obtain a fifth general gear ratio, the electronic controller will then drive the drive actuator 15 to change the transmission 13 back to the first gear ratio1 of the transmission, while actuating the arrow actuator 17 to change the arrow assembly 14 to the high arrow gear ratio. Subsequently, the electronic controller 20 will drive the drive actuator 15 to change the transmission 13 sequentially through the second, third and fourth gear ratios of the transmission while maintaining the arrow assembly 14 in the high arrow gear ratio to obtain a sixth, seventh and eighth general gear ratios. The downward shift can be carried out in a similar way. It will be appreciated that one or more gear ratios may be skipped, based on the operating conditions of the vehicle. It will also be appreciated that the change of the transmission 13 and the arrow assembly 14 may vary from that described above, based on the specific gear ratios provided in this manner. It can be seen that the electronic control system described above provides an integrated system for automatically controlling the operation of both the automated manual transmission 13 and a multiple speed arrow assembly 14 in the drive train assembly 10 of the vehicle. As a result, the number of total gear ratios that are provided extends well above those individually provided by the transmission 13 and the arrow assembly 14. In addition, the provision of these additional total gear ratios is carried out in a relatively simple and cost-efficient manner, and at the same time allows a partial or complete automatic change of both the transmission 13 and the arrow assembly 14. Referring now to Figure 3, a block diagram of a second embodiment of a vehicle powertrain assembly, indicated generally at 40, is illustrated in accordance with this invention. The drive train assembly 40 includes a conventional motor 41, such as an internal combustion engine or a diesel engine, or other source of rotational energy. The motor 41 is connected through an output shaft 41a such as a crankshaft of the motor 41 to an automatic transmission 42. The illustrated automatic transmission 42 may be constituted as any of many structures that are well known in the art. For example, a typical automatic transmission 42 includes a hydraulic torque converter (not shown) or other fluid coupling that is used in conjunction with a plurality of mechanical gear assemblies that are selectively coupled and uncoupled by fluid operated clutches to provide the relationships of gear desired. However, any known automatic transmission structure can be used. The automatic transmission 42 includes an output shaft 42a that is connected through a conventional drive shaft (not shown) to a conventional multiple speed arrow assembly 13. The arrow assembly 43 includes one or more wheels (not shown) that are rotationally driven by the motor 41. The structure and operation of the multiple speed arrow assembly 43 may be the same as the arrow assembly 14 described above. In addition, an arrow actuator 44 having the same structure and operation as the arrow actuator 17 described above can be provided. The operation of the arrow actuator 44 is controlled by an electronic controller 50, the electronic controller 50 can be constituted like any conventional microprocessor or similar computing apparatus which can be programmed to operate the arrow actuator 44 to carry out the automatic change of arrow assembly 43 as described above. The operation of the electronic controller 50 will be described in detail in the following. A transmission output shaft speed sensor 51 can be provided to generate an electrical signal which is representative of the actual rotation speed of the output shaft 42a of the automatic transmission 42 to the electronic controller 50. The output shaft speed sensor 51 is conventional in the art. An engine controller 52 is provided to control the operation of the engine 41 of the vehicle. The vehicle controller 52 may also be constituted like any conventional microprocessor or similar computing apparatus which may be programmed to operate the motor 41 in a desired manner. Mainly, the motor controller 52 controls the operation of the motor 41 in response to an input signal generated by an accelerator pedal position sensor 53. The accelerator pedal position sensor 53 is conventional in the art and is adapted to generate an electrical signal which is representative of the actual position of the accelerator pedal (not shown) of the vehicle. As is well known, the accelerator pedal is physically manipulated by the foot of the driver of the vehicle to control the operation of the same. The accelerator pedal is depressed by the driver when he wants to increase the speed of the engine 41 and move the vehicle. Conversely, the accelerator pedal is released when it is desired to decrease the speed of the engine 41 to brake or stop such movement of the vehicle. Therefore, the motor controller 52 controls the speed of the motor 41 in response to the signal from the position sensor 53 of the accelerator pedal so as to operate the vehicle as desired by the driver. If desired, the accelerator pedal position sensor 53 is replaced by a throat position sensor (not shown) or another sensor that responds to the driver, which generates a signal which is representative of the speed or mode of operation desired of the vehicle. A second input to the motor controller 52 is a motor output shaft speed sensor 54. The output shaft speed sensor 54 of the motor is conventional in the art and is adapted to generate an electrical signal which is representative of the actual rotational speed of the output shaft 41a of the motor 41. The operations of the torque converter and the Fluid-operated clutches in the automatic transmission 42 are typically controlled by an electronic controller in response to predetermined operating conditions of the vehicle, without any manual effort by the vehicle operator. The transmission controller 55 can also be constituted like any conventional microprocessor or similar computing apparatus which can be programmed to operate the automatic transmission 42 in a desired manner. Mainly, the transmission controller 55 controls the operation of the automatic transmission 42 in response to the input signals generated by the motor controller 52. However, any known automatic transmission controller can be used. The electronic controller 50 and the motor controller 52 communicate with each other via the common data line 56 extending therebetween. Optionally, the electronic controller 50 and the transmission controller 55 can communicate with each other on another common data link line 57, and the motor controller 52 and the transmission controller 55 can communicate with each other on a common link line 58. of data . In a manner which is generally conventional in the art, the electronic controller 50 and the motor controller 52 are programmed to communicate and cooperate with each other so as to control the operation of the vehicle in a manner desired by the driver of the vehicle. Specifically, the electronic controller 50 and the motor controller 52 are effective to control the operation of the motor 41, the automatic transmission 42 and the arrow assembly 43 in such a way that the vehicle can be started and stopped only by the physical manipulation of the pedals accelerator and brake, similar to a conventional automatic transmission in a passenger vehicle. This can be carried out in substantially the same way as described above. In the illustrated embodiment, the electronic controller 50 responds to the input signals generated by the speed sensor 51, the motor controller 52 and the transmission controller 55 to control the operation of the arrow actuator 44. However, the electronic controller 50 can respond to any desired amount of input signals, which include those representing vehicle operating parameters other than those specifically shown, to control the operation of the arrow actuator 44. The specific nature of the algorithm or program executed by the electronic controller 50 will vary to some extent from one vehicle to another. However, in general, the electronic controller 50 responds to the input signals to cause the change to be made in the arrow assembly 43 to obtain the desired gear ratio for the vehicle. By properly changing the arrow assembly 43 together with the automatic transmission 42, acceleration and deceleration of the vehicle can be carried out in a uniform and efficient manner. Now with reference to Figure 4, a block diagram of a third embodiment of a vehicle powertrain assembly, indicated generally at 60, is illustrated in accordance with this invention. The drive train assembly 10 includes a conventional variable speed motor 61, such as an electric motor, which is connected to a drive shaft 62 to a conventional drive shaft 62 to a conventional multiple speed arrow assembly 63. The arrow assembly 63 includes one or more wheels (not shown) that are rotationally driven by the motor 61. The structure and operation of the multiple speed arrow assembly 63 may be the same as that of the arrow assembly 14 described above. In addition, an arrow actuator 64 having the same structure and operation as the arrow actuator 17 described above can be provided.

The operation of the arrow actuator 64 is controlled by an electronic controller 70. The electronic controller 70 can be constituted like any conventional microprocessor or similar computing apparatus which can be programmed to operate the arrow actuator 64 to carry out the automatic change of the arrow assembly 63 as described above. The operation of the electronic controller 70 will be described in detail in the following. An engine controller 71 is provided to control the operation of the vehicle engine 61. The motor controller 71 can also be constituted like any conventional microprocessor or similar computing apparatus which can be programmed to operate the motor 61 in a desired manner. Mainly, the motor controller 71 controls the motor operation 61 exposed to an input signal generated by an accelerator pedal position sensor 72 such as that described above so as to operate the vehicle as desired by the driver. If desired, the accelerator pedal position sensor 72 can be replaced with a throat position sensor (not shown) or another sensor that responds to the driver which generates a signal which is representative of the speed or mode of operation desired of the vehicle. A second input to the motor controller 71 is a motor output shaft speed sensor 73. The output shaft speed sensor 73 of the motor is conventional in the art and is adapted to generate an electrical signal which is representative of the actual rotational speed of the drive shaft 62. The electronic controller 70 and the motor controller 71 communicate with each other. each other by means of a common data link line 74 extending between them. In a manner which is generally conventional in the art, the electronic controller 70 and the motor controller 71 are programmed to communicate and cooperate with each other so as to control the operation of the vehicle in a manner desired by the driver of the vehicle. Specifically, the electronic controller 70 and the motor controller 71 are effective in controlling the operation of the motor 61 and the arrow assembly 63 in such a manner that the vehicle can be started and stopped only by physical manipulation of the brake accelerator pedals. , similar to a conventional automatic transmission in a passenger vehicle. This can be carried out in substantially the same way as described above. In the illustrated embodiment, the electronic controller 70 responds to the input signals generated by the motor controller 71 to control the operation of the arrow actuator 63. However, the electronic controller 70 can respond to any desired amount of input signals, including those that represent vehicle operating parameters other than those specifically shown, to control the operation of the arrow actuator 63. The specific nature of the algorithm or program executed by the electronic controller 70 will vary to some extent from one vehicle to another. However, in general, the electronic controller 70 responds to the input signals by causing a change in the arrow assembly 63 to be performed to obtain the general gear ratio desired for the vehicle. By properly changing the arrow assembly 63 together with the motor 61, the acceleration and deceleration of the vehicle can be carried out in a uniform and efficient manner. In accordance with the provisions of the patent statutes, the principle and mode of operation of this invention has been explained and illustrated in its preferred embodiment. However, it should be understood that this invention can be practiced in a manner different from that specifically explained and illustrated without departing from its spirit or scope.

Claims (7)

1. A drive train assembly for a vehicle, characterized in that it comprises: a source of rotational energy; an automatic transmission connected to a source of rotational energy and operable in a plurality of gear ratios of the transmission; an axle assembly connected to the automatic transmission and operable in a plurality of shaft gear ratios; and a controller for operating the automatic transmission on a desired one of a plurality of gear ratios of the transmission and for operating the axle assembly at a desired one of a plurality of gear ratios * of the axle to provide a desired overall gear ratio for the vehicle.

2. The drive train assembly, according to claim 1, characterized in that the transmission includes a drive actuator for changing the automatic transmission between the plurality of gear ratios of the transmission, and wherein the controller operates the drive actuator.

3. The drive train assembly, according to claim 1, characterized in that the shaft includes an axle driver for changing the axle assembly between a plurality of axle gear ratios, and wherein the driver operates the axle driver.

4. The drive train assembly, according to claim 1, characterized in that the automatic transmission includes a drive actuator to change the transmission between the plurality of gear ratios of the transmission, the shaft includes an axle drive to change the drive assembly. axis between the plurality of gear ratios of the shaft, and the controller operates the drive actuator and the shaft driver.

5. The drive train assembly, according to claim 1, characterized in that the controller is an electronic controller.

6. The drive train assembly, according to claim 1, characterized in that it includes an additional sensor for generating a signal that is representative of a vehicle operating condition, and wherein the controller responds to the signal to operate the automatic transmission in a of a plurality of gear ratios of the transmission and to operate the axle assembly to a desired of the plurality of gear ratios of the axle to provide a desired overall gear ratio for the vehicle.

7. The powertrain assembly, according to claim 1, characterized in that it further includes a plurality of sensors for generating signals that are representative of a plurality of vehicle operating conditions, and wherein the controller responds to the signals to operate the vehicle. transmission in a desired of the plurality of gear ratios of the transmission and to operate the axle assembly in a desired of the plurality of gear ratios of the axle to provide a desired overall gear ratio for the vehicle. SUMMARY OF THE INVENTION An integrated system is provided for automatically controlling the operation of both an automated manual transmission (13) and a multiple speed axle assembly (14) in a vehicle powertrain assembly that includes a drive actuator (15) to operate the vehicle. transmission in any of a plurality of gear ratios of the transmission. The system further includes an axle driver (17) for operating the axle assembly (14) at any of a plurality of shaft gear ratios. An electronic controller (20) is provided to operate the transmission (13) on a desired one of a plurality of gear ratios of the transmission (13) and to operate the assembly (14) of the shaft in a desired of a plurality of ratios of Shaft gear to provide a desired overall gear ratio for the vehicle. To accomplish this, the electronic controller (20) responds to one or more input signals representing the operating parameters of the vehicle. When it is determined that a change in the overall gear ratio of the vehicle is necessary, the electronic controller (20) operates one or both of the drive actuator (15) and the arrow actuator (17) to obtain the desired overall gear ratio. The determination of whether only the drive actuator (15) is actuated, whether only the actuator (17) of the shaft is actuated or whether both the drive actuator (15) and the actuator (17) of the shaft are actuated will depend on the relationships of specific gear provided by the drive actuator (15) and (17) of the shaft, the general gear ratio in progress, the desired general gear ratio and other factors. The system can also be adapted for use with an automatic transmission and with a variable speed motor, such as an electric motor, which is directly connected to the assembly (14) of the shaft, without an intermediate transmission.