Pseudo-gear transmission control system and method

• US 5,526,261 A
• Filed: 04/10/1995
• Issued: 06/11/1996
• Est. Priority Date: 05/15/1991
• Status: Expired due to Term

• Current Assignee: Phoenix International Inc
• Original Assignee: Phoenix International Inc
• Inventors: Brekkestran, Kevin L., Needham, Charles D., Batcheller, Barry D., Kallis, Adrian G.
• Primary Examiner(s): Teska, Kevin J.
• Assistant Examiner(s): LOUIS JACQUES, JACQUES H
• Application Number:
  US08/419,461
• Time in Patent Office: 428 Days
• Field of Search: 364/424.1, 364/424.01, 364/424.03, 364/431.01, 364/431.02, 364/431.03, 364/431.04, 477/110, 477/111, 477/37, 477/901, 477/97, 477/43, 477/78, 477/81, 477/154, 477/155, 477/143, 477/63, 477/123-126, 192/3.3, 192/3.54, 192/3.56, 192/3.58, 74/335, 74/336 R, 74/359, 74/329, 74/331, 74/333, 74/356, 340/439, 340/870.06, 340/461, 60/445
• US Class Current: 701/51
• CPC Class Codes: B60R 16/0315 using multiplexing techniques multiplexing for transmission of signals G08C15/00; multiplexing for electrical communication in general H04J
• CPC Class Codes: B60W 10/04 including control of propulsion units
• CPC Class Codes: B60W 10/06 including control of combustion engines
• CPC Class Codes: B60W 10/11 Stepped gearings
• CPC Class Codes: B60W 2050/0045 using databus protocols
• CPC Class Codes: B60W 2050/021 Means for detecting failure or malfunction
• CPC Class Codes: B60W 30/18 Propelling the vehicle
• CPC Class Codes: B60W 30/1819 Propulsion control with control means using analogue circuits, relays or mechanical links
• CPC Class Codes: B60Y 2200/14 Trucks; Load vehicles, Busses
• CPC Class Codes: F16H 2059/006 Overriding automatic control
• CPC Class Codes: F16H 2059/084 Economy mode
• CPC Class Codes: F16H 2059/085 Power mode
• CPC Class Codes: F16H 2059/743 using engine performance or power for control of gearing transmission input torque F16H2059/147
• CPC Class Codes: F16H 2061/0012 Transmission control for optimising power output of driveline
• CPC Class Codes: F16H 2061/0015 Transmission control for optimising fuel consumptions
• CPC Class Codes: F16H 2061/0255 Solenoid valve using PWM or duty-cycle control
• CPC Class Codes: F16H 2061/1208 with diagnostic check cycles; Monitoring of failures
• CPC Class Codes: F16H 2061/122 Avoiding failures by using redundant parts
• CPC Class Codes: F16H 2061/1284 the failing part is a sensor
• CPC Class Codes: F16H 59/40 Output shaft speed
• CPC Class Codes: F16H 59/44 : dependent on machine speed of the machine, e.g. the vehicle
• CPC Class Codes: F16H 61/0213 : characterised by the method for generating shift signals
• CPC Class Codes: F16H 61/08 : Timing control
• CPC Class Codes: F16H 61/12 : Detecting malfunction or potential malfunction, e.g. fail safe in control of hydrostatic gearing F16H61/4192; Circumventing or fixing failures
• CPC Class Codes: F16H 61/684 : without interruption of drive
• CPC Class Codes: F16H 61/70 : specially adapted for change-speed gearing in group arrangement, i.e. with separate change-speed gear trains arranged in series, e.g. range or overdrive-type gearing arrangements
• CPC Class Codes: F16H 63/36 : Interlocking devices
• CPC Class Codes: Y10T 74/19223 : Disconnectable counter shaft
• CPC Class Codes: Y10T 74/19251 : Control mechanism
• CPC Class Codes: Y10T 74/1926 : Speed responsive
• CPC Class Codes: Y10T 74/194 : Selective

Abstract

An electronic transmission control system for a self-propelled off-road vehicle having an internal combustion engine and multiple gear powershift transmission controls the powershift transmission and provides the at least on control signal to the engine for selecting the speed at which the engine is to operate. The system preferably includes a first electronic controller that provides transmission control signals required to command the powershift transmission to shift to and operate in any particular one of its forward gears, and a second electronic controller that provides at least one engine control signal required to command the engine to operate at one of a number of different desired engine speeds and to monitor the actual engine speed. By use of gear ranges which overlap slightly, and a throttle that is infinitely adjustable within a range of engine speeds, any given ground speed within the range of possible vehicle speeds can be achieved and maintained, as long as the engine is operating within its overall power envelope. The system also supports a pseudo-gear mode where the operator interface indicates there are more gears in the transmission than actually exist.

Claims

1. A computer-implemented method of providing an operator interface for a self-powered off-road vehicle having an internal combustion engine and multiple gear powershift transmission controlled by an electronic control system, the method comprising the step of:

(a) commanding, via the electronic control system, the transmission to operate in a particular one of a plurality of actual transmission gears;

(b) commanding, via the electronic control system, the engine to operate at a particular desired engine speed; and

(c) indicating to the operator that the transmission has more forward gears than actually exist by advising the operator that the transmission is operating in a forward transmission gear other than the particular one actual transmission gear in which the transmission is actually operating.

2. A method as in claim 1, wherein the transmission has X forward gears, where X is an integer having a value of at least four, and the method further comprises the step of:

simulating, via an operator display information originating from the electronic control system, that the transmission has at least 2X forward gears.

3. A method as in claim 2, further comprising the steps of:

(d) providing an operator selected desired vehicle speed to the electronic control system; and

(e) determining which particular actual transmission gear and actual engine speed the transmission should be operated at to achieve the operator-selected desired vehicle speed.

4. A method as in claim 1, further comprising the step of:

(d) for each transmission gear, providing through information programmed into the electronic control system, two simulated transmission gears, including a lower simulated gear and a higher simulated gear.

5. A method as in claim 4, further comprising the step of:

for each lower simulated gear and each higher simulated gear of each actual gear, assigning a range of engine speeds with which each such simulated gear is associated, and

wherein for each actual gear, the range of assigned engine speeds for the lower simulated gear associated therewith is generally less in revolutions per minute than the range of assigned engine speeds for the higher simulated gear.

6. A method of claim 1, wherein the transmission has X forward gears, where X is an integer having a value of a least 1, and the method further comprises the step of:

(d) simulating, via operator display information originating from the electronic control system, that the transmission has N more gears than the X actual gears, where N is an integer having a value of at least 1.

7. A method as in claim 6, further comprising the steps of:

(e) providing an operator-selected desired vehicle speed to the electronic control system; and

(f) determining which particular actual transmission gear and actual engine speed the transmission should be operated at to achieve the desired vehicle speed.

8. A method as in claim 7, further comprising the step of:

(g) for each actual transmission gear, providing through information programmed into the electronic control system, N simulated transmission gears in addition to the X actual transmission gears, with selected actual gears having simulated transmission gears.

9. A method as in claim 8, further comprising the step of:

for each simulated transmission gear of each actual transmission gear, assigning a range of engine speeds with which each said simulated transmission gear is associated, and wherein the range of assigned engine speeds for a lower simulated transmission gear is generally less in revolutions per minute than the range of assigned engine speeds for a higher simulated transmission gear in the same associated actual transmission gear.

10. An computer controlled electronic control system for providing an operator interface for a self-powered off-road vehicle having an internal combustion engine and multiple gear powershift transmission, the control system comprising:

an electronic controller operating in accordance with at least one stored program for providing transmission and engine control signals required to command the powershift transmission to operate in any particular one of a plurality of actual forward gears, and to command the engine to operate at any one of a plurality of different desired engine speeds;

a first electrical output system for commanding the transmission to operate in a particular one of the actual transmission gears indicated by the transmission control signals from the electronic controller;

a second electrical output system for commanding the engine to operate at a particular engine speed indicated by at least one engine control signal from the electronic controller; and

a display, responsive to the electronic controller, for indicating to the operator that the transmission has more forward gears than actually exist by displaying to the operator a forward gear which is other than the actual forward gear in which the transmission is actually operating in.

11. An electronic system as in claim 10, wherein:

the electronic controller includes a first electronic controller for providing the transmission control signals, and a second electronic controller for providing at least one engine control signal,

the first and second electronic controllers each including a communications system for passing information back and forth to each other, and each being operable under the control of a distinct stored program.

12. An electronic system as in claim 11, wherein:

the display is operator by a selected one of the first and second electronic controllers, and

the selected one of the first and second electronic controllers receives information from the other of the electronic means to be provided to the operator via the display means.

13. An electronic control system as in claim 11, wherein:

the display is operator by the first electronic controller; and

the first electronic controller is arranged to receive information from the second electronic controller and is arranged to provide at least some of the received information to the operator via the display.

14. The electronic control system as in claim 11, wherein:

the second electronic controller is arranged to receive an electronic signal from an operator adjustable throttle to provide the operator with the capability to vary the ground speed of the vehicle.

15. The electronic control system as in claim 11, wherein:

the first electronic controller is arranged to receive an electronic signal from a first operator input device providing the operator with the capability to shift to a higher or lower gear, and the first electronic controller receives an electronic signal from a second operator input device providing the operator with the capability to select a forward or reverse direction of the vehicle.

16. An computer controlled electronic control system for providing an operator interface for a self-powered off-road vehicle having an internal combustion engine and a multiple gear powershift transmission, the control system comprising:

an electronic controller operating in accordance with at least one stored program for providing transmission and engine control signals required to command the transmission to operate in any particular one of a plurality of actual forward gears, and to command the engine to operate at any one of a plurality of desired engine speeds;

the electronic controller includes a first electronic controller for providing transmission control signals, and a second electronic controller for providing at least one engine control signal, the first and second electronic controllers each being operable to transmit and receive information from the other controller, and each being operable under the control of a distinct stored program;

a first electrical output for commanding the transmission to operate in a particular actual transmission gear indicated by the transmission control signals from the first electronic controller;

a second electrical output for commanding the engine to operate at a particular speed indicated by at least one engine control signal from the second electronic controller;

a display, responsive to the first electronic controller, for indicating to the operator that the transmission is operating in a transmission gear other than the actual transmission gear in which the transmission is actually operating, and said first electronic controller being arranged to receive information from the second electronic controller and is arranged to provide at least some of the received information to the operator via the display;

the second electronic controller being operable to receive an electronic signal from an operator adjustable throttle to provide the operator with the capability to vary the ground speed of the vehicle; and

the first electronic controller being operable to receive an electronic signal from a first operator input device providing for operator capability to select a higher or lower gear, and the first electronic controller being operable to receive an electronic signal from a second operator input device providing for operator capability to select a forward or reverse direction.

17. The electronic control system as in claim 16, wherein the display comprises a bar graph display.

18. The electronic control system as in claim 16, wherein the display comprises a segmented light emitting display for displaying a plurality of characters.

19. The electronic control system as in claim 16, wherein the display comprises at least a 20 character dot matrix display which is capable of presenting one or more alphanumeric messages.

20. The electronic control system as in claim 16, the system further comprising:

a first pivotal hand lever which forms part of the first operator input device providing for operator capability to select a higher or lower gear; and

a second pivotal hand lever which forms part of the second operator input device providing for operator capability to select a forward or reverse direction.