ELECTRONIC GEAR DISPLAY FOR AN ELECTRONICALLY-CONTROLLED AUTOMATIC TRANSMISSION SYSTEM

Abstract: An electronic gear display for an electronically-controlled automatic transmission system having an automatic transmission (12), shift lever mechanism (40), a transmission controller (16) interconnecting the automatic transmission and shift lever mechanism, a body controller (202) and a communication bus interconnecting the transmission controller and the body controller. The gear display includes a first set of indicators (201) connected to the body controller to indicate the shift lever is in automatic mode of operation of the automatic transmission, and a second set of indicators (201) connected to the body controller to indicate the shift lever is in a manual mode of operation of the automatic transmission.

Description: ELECTRONIC GEAR DISPLAY FOR AN ELECTRONICALLY- CONTROLLED AUTOMATIC TRANSMISSION SYSTEM The present invention relates generally to automatic transmission systems and, more particularly, to an electronic gear display for an electronically- controlled automatic transmission system. Automotive vehicles require a power train to transmit the force of an engine to wheels of the vehicle. The power train's main component is typically referred to as the n transmission" . Engine torque and speed are converted in the transmission in accordance with the tractive-power demand of the vehicle. Transmissions are generally referred to as manually actuated or automatic transmissions. Manual transmissions generally include mechanical mechanisms for coupling rotating gears to produce different ratio outputs to drive the wheels. Automatic transmissions are designed to take automatic control of the frictional units, gear ratio selection and gear shifting. Recently, there has been a demand to provide an automatic transmission that may be manually shifted in addition to normal automatic transmission operation. Also, there is a need in the art to simulate a manual transmission with no clutch pedal in an electronically- controlled automatic transmission system to provide a vehicle operator with more vehicle control when needed. It is, therefore, one object of the present invention to provide a method of shifting in a manual mode of an electronically-controlled automatic transmission system. It is another object of the present invention to provide an improved shift control method to manually shift an electronically-controlled automatic transmission system. It is yet another object of the present invention to provide an electric circuit for manual shifting of an electronically-controlled automatic transmission system. It is yet another object of the present invention to provide an electronic gear display for displaying a selected gear for manual shifting of an electronically-controlled automatic transmission system. It is a further object of the present invention to provide a method of displaying a shift lever position by which one controller (i.e., one part) can be used for an automatic and manual mode of an electronically-controlled automatic transmission system. To achieve the foregoing objects, the present invention is an electronic gear display for an electronically-controlled automatic transmission system having an automatic transmission, a shift lever mechanism, a transmission controller interconnecting the automatic transmission and the shift lever mechanism, a body controller, and a communication bus interconnecting the transmission controller and the body controller. The electronic gear display includes a first set of indicators connected to the body controller to indicate that the shift lever mechanism is in an automatic mode of operation of the automatic transmission. The electronic gear display also includes a second set of indicators connected to the body controller to indicate that the shift lever mechanism is in a manual mode of operation of the automatic transmission. Additionally, the present invention is a method of displaying a shift lever position for an electronically-controlled automatic transmission system having an automatic transmission, a shift lever mechanism, a transmission controller interconnecting the automatic transmission and the shift lever mechanism, a body controller, and a communication bus interconnecting the transmission controller and the body controller. The method includes the steps of sending a gear position indicator message from the transmission controller to the body controller and determining from the gear position indicator message whether the transmission system is in an automatic or manual mode of operation. The method also includes the steps of indicating a position of the shift lever mechanism if the transmission system is in the automatic mode of operation and indicating a gear selected of the automatic transmission if the transmission system is in a manual mode of operation. One advantage of the present invention is that a method is provided of shifting in a manual mode of an electronically-controlled automatic transmission system. Another advantage of the present invention is that an electric circuit is provided for manual shifting of an electronically-controlled automatic transmission system. Yet another advantage of the present invention is that the electric circuit uses a voltage divider that allows the use of a single analog- to-digital input rather than two digital inputs. Still another advantage of the present invention is that another electric circuit is provided which employs two hall effect switches. A further advantage of the present invention is that an electronic gear display iε provided for displaying a selected gear when shifting in a manual mode of an electronically-controlled automatic transmission system. A still further advantage of the present invention is that the electronic gear display also provides for displaying the position of the shift lever for the automatic mode of operation of the automatic transmission. Other objects, features and advantages of the present invention will be readily appreciated as the same becomes better understood after reading the subsequent description in conjunction with the accompanying drawings. FIG. 1 is a schematic view of an electronic gear display, according to the present invention, illustrated in operational relationship with an electronically-controlled automatic transmission system. FIG. 2A is a schematic view of an electric circuit, according to the present invention, for manual shifting of the electronically-controlled automatic transmission system of FIG. 1. FIG. 2B is a schematic view of another electric circuit, according to the present invention, for shifting of the electronically-controlled automatic transmission system of FIG. 1. FIG. 3A through 3E are flowcharts of a method, according to the present invention, of shifting in a manual mode of the electronically-controlled automatic transmission system of FIG. 1. Referring to FIG. 1, an electronically- controlled automatic transmission system 10 is shown. The transmission system 10 includes an electronically- controlled automatic transmission 12, a shift control mechanism 14, and an electronic transmission controller 16 interconnecting the shift control mechanism 14 and automatic transmission 12. Such an electronically- controlled automatic transmission 12 and transmission controller 16 are disclosed in U.S. Patent No. 4,875,391. Such a shift control mechanism 14 is disclosed in copending patent application, Serial No. 08/253,014, filed June 2, 1994, and entitled "Shift Control Mechanism to Manually Shift an Automatic Transmission", and in copending patent application, Serial No. 08/506,409, filed July 24, 1995, and entitled "Shift Control Mechanism to Manually Shift an Automatic Transmission" . Referring to FIG. 2A, an electric circuit 30, according to the present invention, is shown for manually shifting the electronically-controlled automatic transmission 12. The electric circuit 30 is connected on its output side to the transmission controller 16. The electric circuit 30 is also connected on its input side to two momentary contact switches 32 and 34 on the shift lever mechanism 14. The first momentary switch 32 is used to call for a downshift (D) of the automatic transmission 12 and the second momentary switch 34 is used to call for an upshift (U) of the automatic transmission 12. The electric circuit 30 provides one signal to the transmission controller 16 from its output side. The electric circuit 30 includes a voltage divider having a first resistor 36 connected to the first momentary switch 32 and a second resistor 38 connected to the second momentary switch 34. The first resistor 36 has a resistance value different from the second resistor 38. Preferably, the first resistor 36 has a resistance value of forty thousand (40k) ohms and the second resistor 38 has a resistance value of six thousand eight hundred (6.8k) ohms. In operation, when a shift lever 40 of the shift lever mechanism 14 closes the second momentary switch 34, the voltage divider provides a voltage level different than that provided when the shift lever 40 closes the first momentary switch 32. The transmission controller 16 has an analog-to-digital converter (ADC) (not shown) to receive the output signal of the SUBSTTTUTESHEET(RULE26) electric circuit 30 to determine the voltage of the output signal. The transmission controller 16 also has a voltage pull-up (not shown) for the A/D input. For example, an input voltage to the transmission controller 16 of less than l.Ov indicates that neither switch 32 nor switch 34 is closed, between 1.5v to 3.Ov indicates that the upshift or second momentary switch 34 is closed, and between 3.5v to 4.5v indicates that the downshift or first momentary switch 32 is closed. Hence, when the second momentary switch 34 is closed, the transmission controller 16 calls for an upshift of the automatic transmission 12. Thus, the electric circuit 30 provides a multiplexing scheme, allowing the passing of either of the two input signals from the switches 32 and 34 using one common output signal. Referring to FIG. 2B, an electric circuit 30', according to the present invention, is shown for manually shifting the electronically-controlled automatic transmission 12. The electric circuit 30' is connected on its output side to the transmission controller 16. The electric circuit 30' is also connected on itε input side to two hall effect switches 32' and 34' on the shift lever mechanism 14. The first hall effect switch 32' is used to call for a downshift (D) of the automatic transmission 12 and the second hall effect switch 34' is used to call for an upshift (U) of the automatic transmission 12. The electric circuit 30' provides two digital signals to the transmission controller 16 from its output side. The electric circuit 30' has the two hall effect switcheε 32' and 34' connected to each other and the εignal ground. Each of the hall effect εwitches 32' and 34' are connected to a voltage source such as twelve (12) volts from a battery (not shown) of the vehicle. In operation, when a shift lever 40 of the shift lever mechanism 14 closes either the first hall effect switch 32' or the second hall effect switch 34' . The transmission controller 16 has an analog-to-digital converter (ADC) (not shown) which receives the output signal of the electric circuit 30' . Hence, when the second hall effect switch 34' is closed, the transmission controller 16 calls for an upshift of the automatic transmission 12. Also, when the first hall effect switch 32' is closed, the transmission controller calls for a downshift of the automatic transmission 12. Referring to FIGS. 3A through 3E, a method, according to the present invention, of shifting in a manual mode of the electronically-controlled automatic transmission system 10 is shown. The transmiεsion controller 16 controls the automatic transmission 12 and provides two modes of forward shifting: an automatic mode when the shift lever 40 is in the overdrive position; and a manual mode when the shift lever 40 is in the "manual" (M or autostick) poεition. The transmisεion controller 16 continuously monitors the position of the shift lever 40 and shifts the automatic transmiεsion 12 accordingly. It εhould be appreciated that the methodology iε εtored in memory (not shown) of the transmiεεion controller 16. Referring to FIG. 3A, the methodology starts in bubble 100 and advances to diamond 101. In diamond 101, the methodology determines whether a shift lever position error is present as determined by a separate shift lever position logic εuch as in U.S. Patent No. 4,875,391. If so, the methodology advances to block 102 and clears an autostick (ASTK) flag. If not, the methodology advances to diamond 103 and determines whether an autostick εwitch error is detected, for example, by looking at a counter. If εo, the methodology advances to block 102 previouεly described. If not or after block 102, the methodology advances to diamond 104. In diamond 104, the methodology determineε whether the εhift lever 40 iε in the "3" or SUBSTTTUTE SHEET (RULE 26) "L" position for a non-autostick vehicle. The transmisεion controller 16 receives a combination of four (4) signals from a manual valve lever position sensor (not shown) which are decoded or analyzed to determine the position of the shift lever 40. If the shift lever 40 is not in the "3" or W L" poεition, the methodology advanceε to block 105 and checkε for other εhift lever positions. The transmission controller 16 controls the automatic transmission 12 in accordance with the other shift lever positions. It should be appreciated that, every program loop, the methodology continuously checks for valid shift lever operation (no errors) and validates the autostick switches 32 and 34. In diamond 104, if the shift lever 40 iε in the "3" or "L" poεition, the methodology advances to diamond 106 and determines whether an autostick error is detected, for example, by looking for a flag. An error existε when there is a non-zero value in a manual counter (not shown) of the transmiεεion controller 16, a shift lever position problem detected by the εhift lever position (SLP) logic, or high temperature condition. The transmission controller 16 increments the manual counter if either switch 32 or 34 iε closed while the shift lever 40 is not in the manual poεition or both switches 32 and 34 are closed at the same time. The transmission controller 16 decrements the manual counter when neither of theεe conditions are true. A high temperature condition occurε when the automatic transmission 12 is in the manual mode and either the transmiεεion temperature of the engine coolant temperature exceeds a predetermined threshold. It should be appreciated that, when an error existε, the manual mode active flag iε cleared by the transmiεεion controller 16. In diamond 106, if an autostick error is detected, the methodology advances to block 107 and clears the autostick flag. If an autostick error is not detected, the methodology advances to diamond 108 and determines whether the transmiεsion temperature or engine coolant temperature is too high as previously described. If so, the methodology advances to block 107 previously described. If not, methodology advances to block 109 and εets the autoεtick flag. After block 109 or 107, the methodology advanceε to diamond 110 and determines whether the autostick flag has been εet. If not, the methodology advanceε to block 111 and goeε to the automatic "3" poεition εhift schedule of the εhift schedule logic instead of the autoεtick or manual mode. It εhould be appreciated that since the methodology continuouεly validates the syεtem, the autostick or manual mode can be reactivated when conditions permit. If the autoεtick flag haε been set in diamond 110, the methodology advances to diamond 112 and determines whether vehicle speed iε below a predetermined value εuch aε ten (10) mph. The tranεmiεεion controller 16 will automatically shift the automatic transmission 12 for a 4-3 and 3-2 downshift when the vehicle speed goes below ten (10) mph. If the vehicle speed is below ten (10) mph, the methodology advanceε to diamond 113 and determines whether εecond gear iε scheduled by the shift schedule logic. If so, the methodology advances to block 114 and clears a third-to-second downshift flag "A32" . After block 114 or if second gear is not scheduled, the methodology advances to diamond 120 to be described. It εhould be appreciated that εecond gear iε scheduled by the shift schedule logic. In diamond 112, if the vehicle speed is not below ten (10) mph, the methodology advances to diamond 116 and determines whether the vehicle speed is above a second predetermined value such as seventeen (17) mph. The transmiεεion controller 16 allowε an upεhift to fourth gear only when the vehicle εpeed is above seventeen (17) mph. If the vehicle speed iε above seventeen (17) mph, the methodology advances to block 118 and sets the third-to-second downshift flag. After block 118 or if the vehicle speed iε not above εeventeen (17) mph, the methodology advanceε to diamond 120 to be deεcribed. In diamond 120, the methodology determines whether first gear is scheduled by the shift schedule logic. If εo, the methodology advanceε to diamond 122 and determines whether engine speed (rpm) is above a predetermined speed such as six thousand three hundred (6300) rpm. The transmiεεion controller 16 will automatically εhift the automatic transmission 12 for a 1-2 and 2-3 upshift when the engine speed goes above 6300 rpm. If the engine speed is above 6300 rpm, the methodology advances to block 124 and clears an autostick upshift flag n AUF" . If the engine speed is not above 6300 rpm, the methodology advances to diamond 126 and determines whether the "up" or first switch 34 iε toggled or cloεed to call for an upεhift of the automatic tranεmiεεion 12. The transmission controller 16 receives a εignal from the electric circuit 30 to determine if the firεt switch 34 is closed. If so, the methodology advances to diamond 127 and determines whether the autostick upshift flag haε been εet. If εo, or after block 124, the methodology advanceε to block 128 and executes upεhift logic in accordance with the εhift εchedule logic. After block 128 or if the firεt switch 34 is not closed in diamond 126 or if an autostick upεhift flag haε not been εet in diamond 127, the methodology advances to block 130 to process and send a gear poεition indicator (GPI) meεsage to be described. In diamond 120, if firεt gear is not scheduled, the methodology advances to diamond 132 an determines whether second gear is scheduled by the shift schedule logic. If so, the methodology advances to diamond 134 an determines whether the engine speed iε above the predetermined speed of 6300 rpm. If so, the methodology advances to block 136 and clears the autostick upεhift flag . If not, the methodology advanceε to diamond 138 and determines whether the first switch 34 is cloεed aε previouεly deεcribed. If εo, the methodology advanceε to diamond 140 and determines whether the autostick upshift flag has been set. If so, or after block 136, the methodology advances to block 142 and executes the upεhift logic in accordance with the εhift εchedule logic. After block 142, the methodology advances to block 144 to procesε and send a gear position indicator mesεage to be deεcribed. In diamond 138, if the first switch 34 is not closed, the methodology advances to diamond 146 and determines whether the "down" or second switch 32 has been toggled or closed to call for a downshift of the automatic transmiεεion 12. The tranεmiεεion controller 16 receives a εignal from the electric circuit 30 to determine if the εecond εwitch 32 iε cloεed. If not, the methodology advanceε to block 144 previouεly deεcribed. If εo, the methodology advanceε to diamond 148 and determines whether an autoεtick downshift flag n ADF" has been set. If not, the methodology advanceε to block 144 previouεly deεcribed. If so, the methodology advances to diamond 150 and determines whether throttle position is below a predetermined value such aε five degreeε (5°) . If not, the methodology advanceε to diamond 152 and determines whether turbine speed of the automatic transmission 12 is below a predetermined value such aε two thouεand one hundred (2100) rpm. If not, the methodology advances to block 144 previously described. If so, the methodology advances to block 156 to be described. In diamond 150, if the throttle position is below five degrees (5°), the methodology advances to diamond 154 and determines whether turbine speed of the automatic transmiεεion 12 is less than another predetermined value such as two thousand two hundred fifty (2250) rpm. If not, the methodology advanceε to block 144 previously described. If so, the methodology advances to block 156 and executes downshift logic in accordance with the shift εchedule logic. After block 156, the methodology advanceε to block 144 previouεly deεcribed. In diamond 132, if εecond gear is not scheduled, the methodology advances to diamond 158 and determines whether third gear is scheduled by the shift schedule logic. If so, the methodology advances to diamond 160 in FIG. 3D. In diamond 160, the methodology determines whether vehicle speed is less than a predetermined value such as ten (10) mph. If so, the methodology advances to diamond 162 and determines whether the third-to-εecond downshift flag has been set. If not, the methodology advances to block 164 to process and send a gear position indicator mesεage to be deεcribed. In diamond 162, if the third-to-εecond downshift flag haε been εet, the methodology advances to block 166 and clears the third-to-second downshift flag. The methodology then advanceε to block 168 and clears the autostick downshift flag. The methodology then advances to block 170 and executes the downshift logic in accordance with the shift schedule logic. After block 170, the methodology advances to block 164 previously described. In diamond 160, if the vehicle speed is not less than ten (10) mph, the methodology advances to diamond 172 and determines whether the first switch 34 iε cloεed. If so, the methodology advances to diamond 174 and determines whether the autoεtick upshift flag has been set. If not, the methodology advances to block 164 previously described. If so, the methodology advances to diamond 176 and determines whether the SUBSTTTUTESHEET(RULE26) vehicle εpeed iε above another predetermined value εuch aε sixteen (16) mph. If not, the methodology advances to block 164 previously described. If so, the methodology advanceε to block 178 and executes the upshift logic in accordance with the shift εchedule logic. After block 178, the methodology advanceε to block 164 previouεly deεcribed. In diamond 172, if the firεt εwitch 34 iε not closed, the methodology advances to diamond 180 and determines whether the second switch 32 is closed as previously described. If not, the methodology advances to block 164 previously described. If so, the methodology advances to diamond 182 and determines whether the autostick downshift flag has been set. If not, the methodology advances to block 164 previously described. If so, the methodology advances to diamond 184 and determines whether the throttle poεition iε below a predetermined value such as five degrees (5°) . If so, the methodology advances to diamond 186 and determines whether turbine speed is lesε than a predetermined εpeed such as four thousand fifty (4050) rpm. If not, the methodology advances to block 164 previously described. If so, the methodology advances to block 188 and executes the downshift logic in accordance with the shift schedule logic. After block 188, the methodology then advanceε to block 164 previouεly described. In diamond 184, if the throttle position is not below five degrees (5°), the methodology advances to diamond 190 and determines whether turbine speed is leεε than another predetermined εpeed εuch aε three thouεand eight hundred (3800) rpm. If not, the methodology advances to block 164 previously described. If so, the methodology advances to block 188 and executes the downshift logic in accordance with the shift schedule logic. After block 188, the methodology advances to block 164 previously described. SUBSTTTUTE SHEET (RULE 26) In diamond 158, if third gear is not scheduled, the methodology advances to diamond 191 in FIG. 3E. In diamond 191, the methodology determines whether vehicle speed iε leεε than a predetermined εpeed εuch aε fifteen (15) mph. If εo, the methodology advances to block 192 and clears the autostick downεhift flag. The methodology then advanceε to block 194 and executeε the downεhift logic in accordance with the εhift schedule logic. The methodology then advances to block 196 to proceεε and send a gear position indicator message to be described. In diamond 191, if the vehicle speed iε not less than fifteen (15) mph, the methodology advances to diamond 198 and determines whether the second switch 32 is cloεed aε previously described. If so, the methodology advances to block 194 and executes the downshift logic in accordance with the εhift εchedule logic. If not, the methodology advanceε to block 196 previouεly deεcribed. It εhould be appreciated that when the εhift iε completed, the transmisεion controller 16 setε either the autoεtick upεhift flag (after an upεhift) or downshift flag (after a downshift) . Referring again to FIG. 1, an electronic gear display 200, according to the present invention, is shown for use with the electronically-controlled automatic tranεmiεεion εyεtem 10. The electronic gear diεplay 200 diεplayε the εelected gears when in the manual or autostick mode of shifting the automatic transmiεεion 12 to provide a feedback mechaniεm to the vehicle operator. The electronic gear diεplay 200 also displayε the poεition of the εhift lever 40 when in the automatic mode of operation of the automatic tranεmiεεion 12. The electronic gear diεplay 200 has a plurality, preferably, eight indicators 201 such as LED lights. A first set of indicatorε 201 are connected to an electronic body controller 202 and correεpond to Park, Reverεe, Neutral and Overdrive. A εecond εet of indicatorε 201 are connected to the body controller 202 and correspond to first, second, third and fourth gear. The electronic gear display 200 iε controlled by the body controller 202. The body controller 202 and transmisεion controller 16 communicate with each other over a Chryεler Colliεion Detection (CCD) communication bus 204. The body controller 202 turns the indicators ON and OFF in accordance with the gear poεition indicator meεεage. The transmission controller 16 sends the gear position indicator message of blocks 130, 144, 164 and 196 in FIG. 3 to the body controller 202. The gear position indicator mesεage haε a Header or identification byte, two (2) data bytes and an end or checksum byte (conforming to CCD protocol) . The gear position indicator mesεage iε preferably in hexadecimal format aε follows: Header Byte = Identification Data Byte 1 = X0 Data Byte 2 = Unused End Byte = Check Sum The gear information is contained in Data Byte 1 as follows: 00 When not in manual mode 10 When in manual first mode 20 When in manual second mode 30 When in manual third mode 40 When in manual fourth mode The transmisεion controller 16 εendε the gear position indicator mesεage to the body controller 202 as εoon aε the gear changeε and periodically thereafter, preferably every eight hundred ninety-εix (896) milliεecondε. The body controller 202 determineε that the transmisεion εyεtem 10 iε in a manual mode in accordance with a εeparate predetermined "PRNDL" position indicator mesεage from the tranεmiεεion SUBSTTTUTE SHEET (RULE 26) controller 16. If the PRNDL poεition indicator meεεage indicateε that the εhift level 40 iε in other than the autoεtick poεition, the body controller 202 lights the corresponding indicator 201 (e.g., P, R, N or D) . When the shift lever 40 is not in the autostick position, the body controller 202 ignores the gear poεition indicator meεsage. If, however, the shift lever 40 is in the autostick position, aε indicated by the PRNDL poεition indicator message, the body controller 202 interprets the gear position indicator mesεage and lightε the corresponding indicator 201 (e.g., 1, 2, 3, or 4) . When the body controller 202 receives the predetermined code in the Header Byte of the gear position indicator message, the transmiεεion εystem 10 is a manual transmisεion εystem 10. As a result, the body controller 202 turns ON the indicatorε 201 aε encoded in Data Byte 1. In Data Byte 1, the firεt digit indicateε the current gear position used to continuously turn the indicator 201 ON. The second digit of Data Byte 1 indicates a "pending gear" used to flash the corresponding indicator 201 ON and OFF at one εecond intervals. For example, if Data Byte 1 is 32 (hexadecimal) , the body controller 202 would turn the "3" ON and flash the "2" ON and OFF. It should be appreciated that a pending gear is scheduled by the transmiεεion controller 16 when the gear is selected at undesired speeds. It should alεo be appreciated that the pending gear would become the εelected gear when vehicle εpeed permitε, otherwise it timeε out after a predetermined period of time or if the throttle poεition or opening is increased. Additionally, the gear position indicator mesεage iε uεed by the body controller 202 to determine if the vehicle has the autostick syεtem 10. If the body controller 202 does not receive the gear position indicator message for a predetermined period of time, the vehicle haε a non-autoεtick εystem 10 and the electronic gear display 200 is of the kind that has P, R, N, D, 3 and L indicatorε 201. Aε a reεult, it εhould be appreciated that only one body controller (one part number) may be uεed for both autoεtick and non-autoεtick εystem vehicles. The present invention has been described in an illustrative manner. It is to be understood that the terminology which has been used iε intended to be in the nature of wordε of description rather than of limitation.

Claims: C L A I M S 1. An electronic gear display for an electronically-controlled automatic transmiεsion syεtem having an automatic transmisεion, a εhift lever mechaniεm, a tranεmiεsion controller interconnecting the automatic transmission and the shift lever mechanism, a body controller, and a communication bus interconnecting the transmiεεion controller and the body controller, εaid electronic gear diεplay comprising: a first set of indicators connected to the body controller to indicate that the shift lever mechanism is in an automatic mode of operation of the automatic transmission; and a second set of indicatorε connected to the body controller to indicate that the εhift lever mechaniεm iε in a manual mode of operation of the automatic tranεmiεεion. 2. An electronic gear diεplay aε set forth in claim 1, wherein said firεt εet of indicatorε correεpond to Park, Reverεe, Neutral and Overdrive. 3. An electronic gear diεplay aε εet forth in claim 2, wherein εaid firεt εet of indicatorε comprise a plurality of LED lights. 4. An electronic gear display aε εet forth in claim 1, wherein εaid second set of indicatorε correεpond to firεt, εecond, third and fourth gears. 5. An electronic gear display as set forth in claim 4, wherein said second set of indicatorε compriεe a plurality of LED lightε. 6. An electronically-controlled automatic tranεmiεεion εyεtem compriεing: an automatic tranεmiεsion; a shift lever mechanism; a transmission controller interconnecting said automatic transmission and said εhift lever mechaniεm; a body controller; a communication buε interconnecting εaid tranεmiεεion controller and εaid body controller; a firεt set of indicators connected to said body controller to indicate that said shift lever mechanism is in an automatic mode of operation of said automatic transmission; and a second set of indicators connected to εaid body controller to indicate that εaid εhift lever mechaniεm iε in a manual mode of operation of εaid automatic tranεmiεεion. 7. An electronically-controlled automatic tranεmiεεion εyεtem as set forth in claim 6, wherein said firεt εet of indicatorε correεpond to Park, Reverεe, Neutral and Overdrive. 8. An electronically-controlled automatic transmission syεtem aε εet forth in claim 7, wherein εaid firεt set of indicators comprise a plurality of LED lights. 9. An electronically-controlled automatic tranεmiεεion system as set forth in claim 6, wherein said second set of indicators correspond to first, second, third and fourth gears. 10. An electronic gear display aε εet forth in claim 9, wherein εaid εecond set of indicators comprise a plurality of LED lights. 11. An electronically-controlled automatic tranεmiεεion εyεtem compriεing: an automatic tranεmiεεion; a shift lever mechanism; a transmiεsion controller interconnecting said automatic tranεmiεεion and shift lever mechanism; a body controller; a communication bus interconnecting said transmiεεion controller and εaid body controller; a firεt εet of lightε connected to εaid body controller to indicate that εaid εhift lever mechaniεm iε in a Park, Reverεe, Neutral and Overdrive automatic mode of operation of εaid automatic tranεmission; and a εecond set of lights connected to said body controller to indicate that said shift lever mechanism iε in a firεt, εecond, third and fourth gear manual mode of operation of εaid automatic tranεmiεεion.

Inventors: ANDERSON ARTHUR, DONOUGHE MICHAEL F, ISSA NABIL M, ANDERSON, ARTHUR, DONOUGHE, MICHAEL, F., ISSA, NABIL, M.
Applicants: CHRYSLER CORP, CHRYSLER CORPORATION
Application year: 1996
Main classification: B60Q1
IPC codes: F16H59, F16H63