MX2011009391A

MX2011009391A - Dual mode clutch pedal for vehicle.

Info

Publication number: MX2011009391A
Application number: MX2011009391A
Authority: MX
Inventors: Warner Olan Harris; Bill C Bradley; Joel Craig Diehl; Warner Allen Harris; Wayne Turnbow; Dan Warner Harris
Original assignee: Clean Emissions Technologies Inc
Priority date: 2009-03-27
Filing date: 2010-03-27
Publication date: 2011-10-11
Also published as: CN102369128A; WO2010135027A2; CN102369128B; SG10201400560YA; EP2406114A2; WO2010135027A3

Abstract

In a vehicle (202) having a manual transmission (204) coupled to an internal combustion engine (208) via a first clutch (206), the first clutch (206) is operable responsive to movement of a clutch pedal (212). In an engine mode of vehicle operation, the engine ((208) propels the vehicle (202) responsive to movement of an accelerator pedal (213). An electric motor (306) is coupled to the manual transmission (204) for propelling the vehicle in an electric traction motor mode of vehicle operation. Controls are configured for generating a motor demand signal responsive to accelerator pedal position (213) and configured for modifying the demand signal generation responsive to the clutch pedal position (212).

Description

DOUBLE MODE CLUTCH PEDAL FOR VEHICLE Field of the Invention This invention relates to a hybrid electric vehicle ("HEV") that has a manual transmission, selectively disengaged, from an internal combustion engine ("ICE") by means of a clutch and, more particularly, refers to to this HEV where a clutch pedal for the ICE clutch is interconnected with the controls for the electric motor propulsion of the HEV.

Background of the Invention With reference to Figure 1, a heavy-duty vehicle ("HDV") of manufactured original equipment ("OEM") 202 is shown in a block diagram form, which could be, for example, an eighteen-wheeled vehicle. driven diesel engine. The vehicle 202 includes a manual transmission 204 coupled with an internal combustion engine 208 by means of a clutch 206. The gear change lever 210 is connected (not shown) to the gearbox (not shown) of the transmission 204. The clutch pedal 212 is operated by the driver which engages and disengages the clutch 206. The flywheel 214, which will direct the vehicle 202, is also shown. The electrical system 218 of the vehicle 202 is powered through a battery 216 of 12 Volts, which is recharged by a REF. 223306 alternator (not shown) powered by ICE 208. Auxiliary systems 220 are also powered by ICE 208.

Brief Description of the Figures Figure 1 illustrates an original equipment manufactured HDV.

Figure 2 illustrates a reconfigured HDV OEM with an electrical traction ("ET") system, according to one embodiment of the present invention.

Figure 3 illustrates the reconfiguration joint and controls for an ICE clutch, according to one embodiment of the present invention.

Figure 4 illustrates a superposed clutch pedal arrangement, according to one embodiment of the present invention.

Figure 5A is a block diagram representation of the arrangement of the clutch pedal, the articulated connection and the clutch shown in Figure 1.

Figure 5B is a block diagram representation of an articulated reconfiguration connection, controls and clutch of the electric traction motor generator ("ETMG") connected with an OEM articulated connection and the ICE clutch, according to an embodiment of the present invention.

Figure 6A is a diagram representation of block of another prior art arrangement of a clutch pedal, the articulated connection and the clutch which also include controls.

Figure 6B is a block diagram representation of an articulation reconfiguration connection, controls and ETMG clutch connected to the OEM controls and the ICE clutch, according to one embodiment of the present invention.

Figure 7 is a block diagram representation of the aspects of the superimposed pedal arrangement of the Figure 4, according to one embodiment of the present invention.

Figure 8 is a block diagram illustrating the aspects of a manual transmission, according to one embodiment of the present invention.

Figure 9 shows a configuration of the reconfiguration devices that allow the dual mode operation of a clutch, which shows, in particular, the positions of the devices that illustrate how the user could disengage the clutch by means of a clutch pedal without interference from an automatic clutch actuator, according to one embodiment of the invention.

Figure 10 shows the configuration of the reconfiguration devices of Figure 9 in other positions, which shows, in particular, the manner in which the automatic clutch actuator could disengage the clutch without interfering with the freedom of the clutch pedal and without substantially moving the clutch pedal, in accordance with one embodiment of the invention. .

Figure 11 shows the configuration of the reconfiguration devices of Figure 9 in other positions, which shows, in particular, how the user could press and release the clutch pedal, even when the actuator has the clutch disengaged, according to one embodiment of the invention.

Figure 12 illustrates a computer system that controls aspects of vehicle operation, in accordance with one embodiment of the invention.

Detailed description of the invention In the following description of the embodiments of the invention, reference is made to the accompanying figures, which illustrate the modalities in which the invention could be practiced. It should be understood that other embodiments could be used and that changes could be made without departing from the scope of the present invention. It is not intended that the figures and the detailed description limit the invention to the particular form described. On the contrary, the intention is to cover all the modifications, equivalents and alternatives that fall within the spirit and scope of the present invention as defined in the appended claims. It is not intended that the headings in the present limit the subject in any way.

With reference once more to Figure 1, in a conventional HDV OEM, the gears in the gearbox of the transmission 204 are changed by disengagement of the primary motor of the internal combustion engine ("ICE") 208 of the manual transmission 204 by means of manually operated clutch 206. In the related patent applications mentioned above, a reconfiguration arrangement is described in which an electric traction motor / generator ("ETMG") is coupled with the manual transmission by middle of an energy extraction port ("PTO"). According to this arrangement, in an ETM mode where the primary motor of the vehicle is the electric traction motor ("ETM"), the ICE is disconnected from the transmission when the clutch is disengaged, ie, the conventional clutch located between the ICE and the transmission. The change of the gears in an ETM mode could be done without using this clutch, that is, with the clutch disengaged, continuously. Although for the purpose of changing it to a new gear, the transmission must first be changed or moved to its neutral and the rotation speed of the ET motor must be coincident with the speed of the new gear of the transmission gearbox.

Next, with reference to Figure 2, there is shown a block diagram of an OEM HDV 202 reconfigured with an electric traction system ("ET"), according to an embodiment of the present invention. The aspects of the transmission 204, clutch 206, ICE 208, gearbox 210, clutch pedal 212, steering wheel 214, battery 216 and electrical system 218 are as shown in Figure 1. The unit Power exchange ("PXU") 304 is coupled with a transfer gear (not shown in Figure 2) of the transmission 204 via the PTO port 302 (also referred to herein as "transmission access port"). ). The ETMG 306 is mechanically coupled with the PXU 304 by means of the shaft (or gear) of the ETMG 306. The electrical connections of the ETMG 306 are connected with a rectifier / inverter 308, which converts the electrical output of the ETMG 306 to charge the battery pack 310 when the ETMG 306 is driven by the PXU 304 in order to operate as a generator. When the ETMG 306 operates as an electric motor, the rectifier / inverter 308 converts the stored electrical energy of the battery pack 310 to drive the ETMG 306, which in turn mechanically drives the PXU 304 in order to drive the vehicle 202 by means of the transfer gear of the transmission 204. The battery pack 310 could be a battery pack Altair Nanotechnology 15 KWh 300-400 VDC, in one embodiment of the invention.

While the ETM speed could be adjusted by the manual operation of the acceleration pedal 213 and while the related patent applications describe the embodiments of the inventions that have speed visualization and automatic control features that could also help in the comparison of the ETM speeds and the gearbox, situations could still be generated in which it is desirable to discharge or at least partial discharge of the gears of the gearbox in the ETM mode in response to the conventional movement of the clutch pedal. That is, the movement of the vehicle causes the wheels to rotate, which, in turn, causes the gears of the gearbox to rotate. When the transmission gearbox gears are connected to the ICE crankshaft or to the ETMG shaft or shaft, the gears of the gearbox are subjected to a load of a larger torque due to the ICE load or ETMG on the gears of the gearbox, even if the ICE or the ETMG are rotating freely. It may be desirable to reduce this torque load by disconnecting the ICE or the ETMG from the gearbox.

Furthermore, it could be advantageous if the driver actually changes gears in the ETM mode in the same way as in the ICE mode, ie by pressing the pedal. clutch to disengage the primary transmission motor 204, regardless of whether the primary motor is in ETM 306 or ICE 208 mode.

Next, with reference to Figure 3, an arrangement is shown which allows the conventional clutch pedal 212 to operate the PXU 545 clutch when in ETM mode and the ICE clutch 206 when in ICE mode, in accordance with a embodiment of the present invention. The clutch 206 is for the disengagement of the ICE from the manual transmission 204. It should be noted that the illustration is generally indicative of the articulated connection between the actuator 412 and the clutch 216, although it is somewhat schematic in nature. That is, in Figure 3 some mechanical details could be omitted or represented, figuratively, in order to represent more clearly the characteristics and particular aspects of the way the illustrated arrangement operates. For example, the PXU 304 could have two or more gears even if the PXU 304 had a fixed gear ratio. However, the PXU 304 is shown in Figure 3 having a single gear. In addition to representing the actuator 412 of the present invention and its associated hinged connection, FIG. 3 also represents the conventional articulated connection for the conventional clutch pedal 212 and the conventional clutch 206, as follows.

Figure 3 shows an example with the clutch pedal 212 in a rest position in which the clutch ICE 206 is engaged. For the purpose of disengaging the clutch 206, the driver conventionally presses the conventional clutch pedal 212 in the cab of the vehicle, whereby the disengagement movement 530 is caused. The clutch pedal 212 is located on the clutch pedal arm 514, which is fixed, in a rotatable manner, at the pivot point 512, so that the disengagement movement 530 transmits the disengagement movement 532 by means of a clutch pedal arm 514 to the link 520. The link 520 has a distal end opposite the clutch of the link 520 with the clutch pedal arm 514 connected, rotatably, 538 to the joint 522. Likewise, the joint 520 is fixed, in a rotating manner, at the pivot point 513. In this way, the articulation 520 transmits the movement of clutch 532 to hinge 522, causing disengagement movement 534 at hinge 522. Hinge 522 has a distal end opposite its engagement to hinge 520 and is rotatably connected to clutch arm 524, which is coupled, rotatably, with the clutch 206 and engages a thrust bearing (not shown) of the clutch 206. In this way, the joint 520 transmits the releasing movement 534 to clutch arm 524, causing disengagement movement 536 by means of clutch arm 524, which causes clutch thrust bearing 206 to disengage clutch 206, thereby disengaging crankshaft 110 from the clutch. transmission input shaft 125.

In accordance with one embodiment of the present invention, the actuator 412 and its associated hinged connection could be added as follows to the conventional articulated connection described in the previous paragraph. Actuator 412 could be secured, rotatably, at one end of the vehicle chassis at pivot point 516. An extendable / retractable shaft 542 of actuator 412 (shown in Figure 3 in its fully retracted position) on the other end of the actuator 412 could be secured by the cup 540 at the link 538 of the joints 520 and 522, so that the joints 520 and 522 have sufficient freedom of movement to allow conventional operation through the foot pedal 212, as is described immediately above, although the secure coupling of the cup 540 to the connection 538 is still allowing the shaft or shaft of the actuator 542 to also transmit the disengagement movement 534 to the joint 522 by driving the shaft 542 towards its fully extended position.

To reiterate, the arrangement illustrated in Figure 3 allows freedom for movement. of the joints 520 and 522 for the operation of the conventional clutch pedal 212 of the clutch 206 without extending or retracting the shaft or shaft 542 of the actuator 412, which has been added to the conventional articulated connection between the clutch 206 and the clutch pedal 212. That is, the cup 540 captures the coupling 538 loose enough to allow this conventional freedom of movement, yet firm enough, so that the shaft 542 remains engaged with the coupling 538 through the conventional movement range of the foot pedal. clutch 212 and the corresponding movement range of the coupling 538. Likewise, this maintained clutch allows the actuator 412 to provide an alternative means for disengagement and the new clutch clutch 206. For disengagement, the actuator 412 moves the articulation 522 in motion of disengagement 534 when extending the shaft 542. The conventional clutch 206 includes a mechanism or mechanism. The spring return mechanism (not shown explicitly in Figure 3) so that the clutch 206 simply engages again by retracting the shaft 542. That is, the spring return mechanism of the clutch 206 moves the arm of the clutch 206. clutch 524 towards the new clutch position, so that the clutch of the cup 540 and the coupling 538 be maintained even when shaft 542 is retracted.

The limit switches 416CR and 416CD mounted on the actuator 412 detect the position of the axis 542 and are used by the control logic (shown in Figures 5B, 6B and 7 according to various embodiments of the invention) to determine when the starts and stops the movement of the actuator between an extended position and a retracted position. For example, the actuator limit switch 416CR could close depending on the detection of this actuator 412 that has been moved out of the fully retracted position and the limit switch 416GR could open depending on the detection that the actuator 412 has been. totally withdrawn.

In one embodiment of the present invention, clutch 545 (including an actuator) is provided between ETMG 306 and PXU 304. In addition, hinge 520P is provided to disengage clutch 545 in response to movement of clutch pedal 212, as follows . The articulated connection of the clutch pedal 212 includes the joint 520, which touches the clutch pedal arm 514 at a certain point on a ball-shaped or rod-shaped portion thereof. The articulation 520P touches the clutch pedal arm 514 substantially at the same point and is spring loaded 550 so that in the ETM mode, the spring 550 and the articulation 520P maintain the arm of clutch pedal 514 in the same position as shown in Figure 3 even after actuator 412 moves joint 520, joint 522 and clutch arm 524 to the clutch disengaged position ICE, which could otherwise release the clutch pedal arm 514 of its clutch engaged position.

Control logic 555 is provided and can be operated to detect if the vehicle is in ICE or ET mode. In response to the driver pressing the clutch pedal 212, the articulation 520P operates the electric or hydraulic switch 552. In turn, the switch 552 signals in response to the control logic 555 that the pedal 212 has been depressed. In response to the reception of this signal and also to the detection that the vehicle is in the ETM mode, the control logic 555 operates the clutch actuator PXU 545, so that the clutch 545 moves to the disengaged position. On the contrary, when the driver releases or releases the clutch pedal 212 in ETM mode, the spring 550 for the articulation 520P returns the joint 520P (and, accordingly, the clutch pedal 212) to the clutch engaged position which is shown in Figure 3, so that the switch 552 signals in response to the control logic 555 to cause the clutch actuator PXU 545 to move the clutch 545 back toward the clutch position. In response to the detection that the vehicle is in ICE mode, the control logic 555 overrides the previously described response, i.e., ignores the signal that the pedal 212 has been depressed, since the 555 logic does not cause the actuator of clutch PXU 545 move clutch 545 to the disengaged position.

The arrangement described above allows the conventional clutch pedal 212 to operate clutch PXU 545 when in ETM mode and the ICE clutch 206 when in ICE mode. In this way, from the driver's point of view, the driving force is disengaged from the transmission 204 in response to the pressure of the clutch pedal 212, regardless of whether it is in ETM mode or ICE mode. In this way, in addition to the differences in the response of the steering wheel of the ET engine and the ICE, the change of the gears is the same in the ETM and ICÉ modes even though the operation of the clutch pedal is referred to. (The elimination or mitigation of the differences in steering response is addressed hereinbelow and is addressed in greater detail in one or more of the related patent applications referred to above).

It is also noted that one or more of the related patent applications that are referred to above describe in detail the change in speed or regulation of the torque of ETMG 306 in response to a signal that indicates the manual displacement of the gear or in the intention of the change manually. That is, in general, the control logic generates a demand signal to the ETMG in response to the position of the acceleration pedal 213, where the control logic increases the demand of the ETMG torque in response to the increase in pedal travel. of acceleration 213. In response to the detection of a shift mode, in which the change is occurring or is about to occur, the control logic decreases the demand of the torque or torque in response to the displacement of the acceleration pedal 213 That is, for a given displacement of the acceleration pedal 213, the control logic generates a smaller torque demand signal in the shift mode than when it is not in the shift mode.

According to one embodiment of the invention which has been described herein by the PXU clutch 545, the control logic 555 could disengage the clutch 545 in response to detecting the change of the transmission gearbox (or the intention to change) and the detection that the vehicle is in ICE mode. This clutch disengagement of ICE 545 mode could be in addition to or instead of the speed or torque regulation ETMG.

Next, with reference to Figure 4, an overlapping clutch pedal arrangement of according to an embodiment of the present invention, wherein the pedal 560 is superimposed on the conventional pedal 212 and is rotatably connected by means of the arm 562 with the pivot point 564 ie, in turn, is secured in a fixed position relative to the floor of the vehicle cabin 202 (Figure 2). In this way, in response to the driver pressing the pedal 560, whereby the pedal 560 is caused to rotate by means of the arm 562 around the pivot point 564, this causes the pedal 560 to press the pedal 212, thereby which causes the pedal 212 to rotate via the arm 514 around the pivot point 512. (The range of movement for the pedal 560 could be limited by the stop 566).

Next, with reference to Figures 3 and 4 together, according to the superposed clutch pedal arrangement 560, a spring loaded link 572 574 elastically clings the arm 562 of the pedal 560, thereby retaining elastically the pedal 560 in the clutch clutch position shown in Figure 4 even when the vehicle is switched to the ETM mode, in which the actuator 412 automatically disengages the clutch ICE 206 and, correspondingly , moves the conventional pedal 212 towards the disengaged position of the clutch ICE 206 which is shown by the dashed lines in Figure 4. In this way, the driver's foot can still rest on the pedal 560 maintained, elastically, in a clutch clutch position in ETM mode, although the clutch ICE 206 is disengaged and the pedal 212 has been depressed as a result of the action or movement by the actuator 414.

Further, in response to the driver pressing, manually, the pedal 560, the arm 562 moves the link 572 to operate a switch 576, which signals the control logic as is further explained hereinbelow.

Next, with reference to Figure 5A, a block diagram representation illustrating the prior art arrangement of the clutch pedal 212, the articulated connection 610 and the clutch 206 of Figure 1 is shown. The articulated connection 610 could include, for example, clutch pedal arm 514 and joints 520 and 522, as shown in Figure 3.

Next, with reference to Figure 5B, a block diagram representation is shown illustrating the addition of the articulated connection 615 and the controls 620 connected with the articulated connection 610 and the clutch ICE 206, according to an embodiment of the invention. present invention. In the embodiment of the invention shown in Figure 3, for example, the articulated connection 615 of Figure 5B includes the articulation 520P loaded by the spring 550 and the controls 620 of Figure 5B include the limit switches 416CD and 416CR, the actuator 412 for the ICE clutch 206, as well as, the switch 552, the control logic 555 in communication with an ICE / ETM mode indication and an actuator of clutch for the clutch 545. In this embodiment, the actuator 412 is not interposed between the original clutch pedal arm 514 and the clutch arm 524. In another embodiment of the invention, the controls 620 of Figure 5B could include the control logic and pneumatic, hydraulic or electrical devices interposed between the original clutch pedal arm 514 and the clutch arm 524, so that in an ICE mode, the controls 620 automatically maintain the clutch ETMG 545 engaged, while the clutch ICE 206 is clutched or disengaged in response to the clutch pedal 212, while in the ETM mode, the controls 620 maintain, automatically, the clutch ICE 206 disengaged while after clutch or disengages the clutch ETMG 545 in response to the clutch pedal 212.

As described above with respect to the Figure 4, the driver could manually press the superimposed pedal 560, causing the arm 562 to move the articulation 572, which triggers a switch 576 for the signaling of the control logic. Next, with reference to Figure 7, a representation of block diagram illustrating the aspects of the superimposed pedal arrangement of Figure 4, according to one embodiment of the present invention. In the embodiment of the invention shown in Figures 3 and 4, for example, the hinged connection 710 of. Figure 7 includes arm 562 and articulation 572 loaded by spring 574 and controls 720 include switch 576 and control logic for driving clutch 545 in a mode like controls 555 of Figure 3 where the logic Control Control 620 disengages the clutch 545 in response to detection that the vle is in ETM mode and in response to the detection of the actuation of the switch 576, which is actuated as a result of the driver pressing the 560 pedal. In response to the detection that the vle is in ICE mode, the control logic of the controls 620 cancels the previously described response, that is, ignores the signal that the pedal 560 has been pressed although the logic does not cause the PXU 545 clutch actuator move the clutch 545 to the disengaged position In an alternative, in response to the detection that the 560 pedal has been moved to the disengaged position of clutch, the control logic of the controls 620 causes the clutch actuator PXU 545 to move the clutch 545 to the disengaged position without considering whether the vle is in the ICE mode or ETM).

Arrangements have been described herein that provide a clutch pedal arrangement that serves a dual purpose. It should be understood from the foregoing that the invention is particularly advantageous because a disengaged clutch position for a clutch pedal is provided for both of the ETM operation and the ICE operation, even though the ICE clutch is disengaged, so automatic, while in the ETM operation. This is advantageous because it allows the clutch pedal to be used in the ETM mode to engage and disengage the ETMG by engaging the PXU clutch when disengaging, in addition to its conventional use in the ICE mode to engage and disengage the ICE when engaging in clutch release the ICE clutch.

The descriptions of the present embodiments have been presented for purposes of illustration, although they are not intended to be exhaustive or to limit the invention to the manner described. Many modifications and variations will be apparent to those of ordinary skill in the art.

For example, with reference once more to Figure 3 considering a variation, the addition of the spring loaded articulation 520P 550 places a second spring load on the clutch pedal arm 514 below the pivot point 512, that is, a load additional to that of joint 520 that resists the movement of the driver to press pedal 212 and tends to restore pedal 212 to the rest position. The spring 550 for the articulation 520P tends to make it harder to press the pedal 212 when it is in ICE mode. However, the spring 550 for the articulation 520P only needs to be strong enough to restore it 212 to the rest position. If this additional force that resists the effort of the driver to press the pedal 212 is problematic, then, a spring-shaped hydraulic assist device that can be operated selectively in opposition to the spring 550 could also be installed. The assist device is controlled in response to a switch that indicates ICE and ETM modes to counteract the force of spring 550 for articulation 520P when in ICE mode, so that only the resistance to clutch depression 212 in the ICE mode is that it is associated with the hinge now shown in Figure 5, which is only for the ICE clutch 206. In ETM mode, the hinge for the ICE clutch 206 is moved out of the clutch pedal arm 514 by the actuator 412, as described hereinabove. Therefore, in the ETM mode, the assist device is deactivated, so that the force of the spring 545 for the articulation 520P is not counter-clockwise, whereby the spring 545 for the articulation 520P is allowed to restore the pedal 212 to the rest position once the driver presses the pedal 212.

With respect to another variation, it is described above in the present Figure 3, where the articulated connection of the clutch pedal 212 includes the joint 520, which touches the clutch pedal arm 514 at a certain point on a portion of ball or rod form thereof. The link 520P touches the clutch pedal arm 514 substantially at the same point and is spring loaded 550 so that in the ETM mode, the spring 550 and the link 520P keep the clutch pedal arm 514 in the same position which is shown in Figure 3 even after the actuator 412 moves the link 520 to the clutch disengaged position ICE, which could otherwise free the clutch pedal arm 514 from its clutch engaged position. In one embodiment, wherein the link 520 is connected to the clutch pedal arm 514, so that the movement of the link 520 necessarily moves the clutch pedal arm 514, the link 520 or 522 is automatically released from the arm of the clutch pedal. clutch 524 in ETM mode so that the actuator 412 can move the clutch arm 524 without moving the clutch pedal arm 514.

Next, with reference to Figure 6A, it is shown a block diagram representation illustrating the prior art arrangement of clutch pedal 212, articulated connection 610 and clutch 206 for a vehicle. Unlike the mechanical clutch control arrangement 206 of Figure 3, the articulated connection 610 interconnects the clutch pedal 212 with the controls 630, which could be, for example, hydraulic, pneumatic or electrical. The controls 630 disengage the clutch ICE 206 in response to the driver moving the clutch pedal 212 to a disengaged clutch position and engage the clutch ICE 206 in response to the driver allowing the clutch pedal to return to the clutch engaged position. The movement of the clutch pedal 212 is communicated to the controls 630 by means of the articulated connection 610.

Next, with reference to Figure 6B, a block diagram representation is shown for one embodiment of the present invention, which illustrates the addition of the ET G 545 clutch and controls 640, which could be for example, hydraulic, pneumatic or electrical The controls 640 are interconnected with the existing controls 630 and with the clutch added 545. In response to a signal indicating that the vehicle is operating in ETM mode, the 640 controls automatically disengage the ICE clutch 206. In addition, when are in ETM mode, the controls 640 selectively disengage the ETMG clutch 545 in response to the driver's foot moving the clutch pedal 212 to a clutch disengaged position and engage the ETMG 545 clutch in response to the driver's foot allowing the clutch pedal 212 return to clutch engaged position.

In response to a signal indicating that the vehicle is switching to ICE mode, the 640 controls release the ICE clutch 206 from being automatically maintained in the disengaged position. Furthermore, in response to the detection that the vehicle is in ICE mode, the control logic of the controls 640 cancels the previously described response, ie it ignores the signal that the pedal 212 has been depressed although the logic does not causes the clutch actuator ETMG 545 to move the clutch 545 to the disengaged position. In an alternative, in response to the detection that the pedal 212 has moved to the clutch disengaged position, the control logic of the controls 620 causes the clutch actuator ETMG 545 to move the clutch 545 to the disengaged position without considering whether the vehicle is in ICE mode or ETM mode.

With respect to another alternative, refer once again to Figure 5A, which shows a block diagram representation illustrating the arrangement of the technique anterior of the clutch pedal 212, the articulated connection 610 and the clutch 206 of Figure 1. Another alternative embodiment of the invention is shown in the block diagram of Figure 5B, which illustrates the addition of the articulated connection 615 and the controls 620 interposed between the articulated connection 610 and the clutch ICE 206. The articulated connection 615 of Figure 5B includes the spring loaded articulation 520P and the controls 620 of Figure 5B include the actuator 412 for the clutch ICE 203, as well as , the switch 552, the control logic 555 in communication with an ICE / ETM mode indication and a clutch actuator for the clutch 545. In this embodiment, the actuator 412 is not interposed between the original clutch pedal arm 514 and the clutch arm 524. In another embodiment of the invention, the controls 620 of Figure 5B could include the control logic and the pneumatic, hydraulic or electrical devices interpues. crossover between the original clutch pedal arm 514 and the clutch arm 524, so that the controls 620 control the clutch 206 in response to the clutch pedal 212 in ICE mode, although in the ETM mode, the control of the clutch 545 is in response to the clutch pedal 212 and keeps the clutch 206 automatically disengaged.

In an alternative embodiment of the invention, the ETMG clutch is omitted and the reconfiguration controls and the articulated connection allows an existing clutch pedal (or existing clutch pedal and an existing foot pedal) to be used to signal an electric drive system controller when it changes, wherein the controller modifies its response to the acceleration pedal 213 during the change.

As described in one of the related patent applications which is a cross reference and is incorporated herein by reference in the foregoing, an ET system controller receives a push button signal that has been added to the gear shift lever of the ICE manual transmission gearbox of the vehicle. In accordance with one embodiment of the present invention, an arrangement such as that of Figure 3 is provided herein, except that the ETMG clutch 545 is omitted. According to this embodiment of the invention, the activated switch 552 of the clutch pedal 212 communicates the intention to change the driver to the system controller ET instead of being performed by a push button switch on the gear change lever. Similarly, in one embodiment of the present invention having an arrangement such as that of Figure 4 herein but with the clutch 545 omitted, the activated switch 576 of the clutch pedal 560 is provided to communicate the driver's intention to change to the ET system controller instead of that is done through a push button switch on the gear change lever.

The driver may signal the ET system controller when he / she is going to perform the gear change in ETM mode by pressing the clutch pedal 212 or 560 and by operating the 552 or 576 switch. The controller responds to the signal from the 552 switch or 576 changing to a state of "gear shift ETM" or a state of "gear change ICE", depending on whether the controller is in ETM mode or in ICE mode, any of which changes the response of the controller to the vehicle acceleration pedal 213. This causes the performance of the vehicle, which includes the shift performance, to behave in an almost more conventional mode, despite the addition of the ETMG, its controls and its corresponding effects on the vehicle. That is, the ETMG could be generating when the vehicle is operating in ICE mode or it could simply be the single source of vehicle propulsion (such as an electric motor) when the vehicle is operating in ET mode. Regardless of which mode of operation the vehicle is in, the controller takes actions in response to the signal from the driver of the clutch pedal operated switch 552 or 576 to cause the performance of the vehicle to behave in an almost more conventional ICE mode, which in one embodiment is a working diesel truck heavy, for example, class 7 or 8.

More specifically, in response to switch 552 or 576, the controller attenuates its response to the position of acceleration pedal 213 so that the driver has finer control with respect to the speed of the ETMG by means of the acceleration pedal 213 , whether the ETMG is driving the vehicle as a motor or regenerating energy as a generator. In this way, when the vehicle is driven in ETM mode, for example, the ETMG will slow down more slowly when the operator releases, lightly, the foot pressure on the acceleration pedal 213, which imitates closer the response of an ICE. In the same way, it is also easier for the operator to precisely control the iase in the ETMG rotational speed due to the attenuated response of the acceleration pedal 213. And when the ICE is driving the vehicle in ICE mode, the ETMG will iase more slow the moment of regeneration torque when the operator releases, lightly, the foot pressure on the acceleration pedal 213.

There are still additional modes in which the controller modifies its response to the acceleration pedal 213, in accordance with embodiments of the present invention. In one embodiment of the present invention, the controller modifies its response to the cancellation of the effects of Inertia and friction of the rotor PXU and ETMG rotor in the gears of transmission transmission. To understand the purpose for that, it is considered that when the change is made, the gears of the manual transmission are conventionally disconnected from the ICE by disengaging the clutch and the output shaft of the transmission and the wheels are disconnected from the gears of change by changing the gearbox to the neutral position. This allows the transmission gears to rotate freely. In this way, the driver is accustomed to allowing the gear shift gears to descend with disengaged motor even lower RPMs when the change is made. Then, the driver conventionally selects a new shift gear by means of the transmission gear shift lever that moves a selected gear change collar, wherein the shift collar rotates at a speed corresponding to the axle of the gearbox. output of the transmission and the wheels. Then, the driver starts to engage the shift gear with the shift collar. If the transmission has synchronizers, this clutch includes the synchronizer of the selected shift collar that clutches by friction the selected gear of change to begin the comparison of speeds before the teeth of the selected gear collar mesh with the gear selected of change. Likewise, the driver clutches the clutch slowly and through the acceleration pedal 213 controls the ICE also adjusts the selected gear speed of change to match the speed of the selected shift collar.

The above description is further described with respect to Figure 8. Then, if the ETMG 306 is driven (Figure 2), it rotates the input shaft 125. The gear 802 is rigidly coupled with the input shaft 125 and transfers the rotation of the input shaft 125 by means of the gear 804 to the auxiliary shaft 806. All the gears 820, 822, 624 and 825 are rigidly coupled with the auxiliary shaft or shaft 806 and all rotate together at the rotational speed of the auxiliary shaft 806. All gears 820, 822, 824 and 825 have different diameters and thus offer the possibility of different gear ratios when they are engaged to rotate another gear. The gear 826 is coupled through an intermediate gear 825 with the gear 816 and serves to provide a reverse gear for the vehicle.

The output shaft 129 is connected to drive the vehicle wheels through the drive shaft 230 and the differential 316 (see Figure 1) and thus rotates in a fixed relationship with the wheels. The output shaft 129 is grooved and is directly coupled with the shaft collars 830 and 832. The shaft collars 830 and 832 are configured to move in the lateral direction while rotating at the same rotational speed as the output shaft 129. The shift gears 810, 812, 814 and 816 (also referred to herein as shift gears 836) are always engaged with their corresponding auxiliary shaft gears 820, 822, 624 and 826 (also referred to herein as auxiliary shaft gears 846) and have bearings that allow them to rotate freely on the shaft or spindle of exit 129. The shift collars 830 and 832 are coupled with a shift lever (not shown) that can be operated to move the shift collars 830 and 832 through the respective articulated exchange connections, one of which is depicted herein as the hinged shift (or "rod") connection 840. With the shift collars 830 and 832 positioned as shown, the transmission 204 (Figure 2) is "neutral". In this neutral state, if the input shaft 125 is being rotated by the ETMG 306, then, all the shift gears 810, etc. and auxiliary shaft gears 820, etc. they are rotating while the output shaft or shaft 129 remains fixed if the vehicle's road wheels are also fixed). That is, with the shift lever in the neutral position, the shift collars 830 and 832 are not engaged with any of the shift gears 810, etc., so that the 810 gears, etc. they rotate in response to the rotation of the ETS 306 engine and not the wheels, while the shift collars 830 and 832 rotate in response to the rotation of the wheels and not to the rotation of the ETS 306 engine.

Shift collars 830 and 832 have "dog teeth" (eg, 827) and all shift gears 810, 812, 814 and 816 have coupling "holes" engaging dog teeth. The shift collars 830 and 832 are free to slide along the shaft or shaft 129 in response to movement of the shift lever for the purpose of moving in a position so that one of the collars 830 or 832 engages with one of the 810 gears, etc. Although the shift collars 830 and 832 are restricted to rotate with the shaft 129 through the grooves of the collars 830 and 832 that engage with the grooves of the shaft 129. The gears 810, etc. they have bearings that allow them to rotate freely on the output shaft or shaft 129. However, when an 830 or 832 shift collar is in clutch with a shift gear (for example, 812), the shift gear is capable of driving the vehicle wheels through the slots which engage the shift collar to drive the output shaft 129. The rotational speed of the output shaft 129 is determined by the gear ratio of the shift gear (e.g., 812) and the corresponding tree gear auxiliary (in this example, gear 822). Therefore, if the gear 810 is selected, the output shaft or shaft 129 rotates as slow for a given rotational speed ETMG 306 because the auxiliary shaft gear 820 is smaller than 822 or 824 and because the gearbox 810 is larger than the gearbox 812 or 814.

For a given rotational speed ETMG 306, there is a specific rotational speed of the output shaft corresponding to which the shift gear (810, 812 or 814) is engaged with either of the shift collar 830 or 832. When the gears change, the change between the shift gears 810, 812 or 814, the rotational speed of the output shaft needs to be coincident with the corresponding "change for" the gear. It is recalled that in the neutral state and with the ETMG 306 driving the input shaft 125, all the non-selected change gears 810, etc. they are rotating freely on the output shaft 129 at a rotational speed determined by the rotational speed of the ETMG 306 and its particular gear ratio. With the transmission 122 in the neutral state, the shift collars 830 and 832 rotate at the speed of the output shaft 129, which is directly related to the speed of the vehicle because the wheels are rotating the shaft 129.

If the rotational speed of the output shaft or shaft 129 is not coincident with the next gear 810, etc. which is "changed to", then, dog teeth 830, etc. and the matching holes in the next gear 810, etc. They will "collide", producing what is known as the "gear crash". (It is noted that the gear teeth of the shift gears 810, etc. and the corresponding auxiliary shaft gears 820, etc. do not actually collide, because they are all in constant clutch).

Therefore, the problem of the shift gears is that the shift collars 830 and 832 rotate at the same speed as the output shaft 129 and the shift gears (on the output shaft) rotate at a speed determined by the speed of the input shaft and the particular gear ratio between the auxiliary shaft gears 820, etc. and the shift gears 810, etc.

At least in some modes, the ETM mode is "clutch-free" to reduce equipment costs and optimize the ability to recover the vehicle's kinetic energy during down-shift and braking. The change of the manual transmission without a clutch to disengage the ETM could be improved through the use of synchronizers incorporated in the change collars (for example, 830 and 832). The synchronizers are configured first to seize the change collar with a following gear with a drive or transmission of friction movement that serves to compare the rotational speed of the output shaft with the rotational speed of the ETM (gear change) through the friction losses before clutch with dog teeth rigidity (by example, 827) to lock the output shaft 129 in the corresponding next shift gear (e.g., 810, 812 and 814). While this could improve the driver's ability to change gears, this increases costs and decreases efficiency.

According to one embodiment of the present invention, the PXU 304 is coupled, in a rotating manner, to the transmission gears 204 and the ETMG 306 is coupled to the PXU. This affects the manner in which the shift gears 836 descend with the disengaged motor at lower RPMs when the ICE clutch 206 is disengaged and the transmission gearbox is in the neutral state. That is, the gears of change could descend with the disengaged motor slower or faster due to the PXU / ETMG, depending on the particular characteristics of inertia and friction of the PXU 304 and the ETMG 306. Consequently, in In one embodiment of the invention, the controls are configured to modify the generation of the ETMG demand signal by means of the controller 312, so that when the clutch pedal is found in an actuated position (i.e. clutch disengaged), controls 312 generate a predetermined ETM demand signal independent of the position of acceleration pedal 213, where the predetermined ETM demand signal tends to cancel out the effects of inertia and the friction of the PXU and the ETMG in the transmission gears. (The term "clutch pedal" as used herein could refer to the superimposed clutch pedal 560, the clutch pedal OEM 212, or both, depending on the context.In one of the embodiments written in advance of the invention in which there is no superimposed pedal 560, the term "clutch pedal" refers to an OEM pedal 212. In a mode in which there is a superimposed pedal 560 and in a context where the vehicle is in ICE mode, for example , then, if the reference is made herein to the manual actuation of the clutch pedal, this is generally intended as the movement of the superimposed pedal 560 to an actuated position).

It goes without saying that the predetermined ETM demand signal, which the controls generate independently of the position of the acceleration pedal 213, necessarily substitutes the variable ETM demand signal, which the controls generate in response to the pedal position of the pedal. acceleration 213. Rather, the controls could be configured to generate the components of the ETMG demand signal and to superimpose the component signals on each other in order to provide a total ETM demand signal. That is, according to one embodiment of the invention, the predetermined ETM demand signal is a component of the total ETM demand signal, while the variable ETM demand signal is another component of the total ETM demand signal.

The default ETM demand signal that tends to cancel out the inertial and frictional effects of the PXU and ETMG rotor could be a signal that tends to cause the ETMG to operate as a motor (ie, as the "motor") or also a signal that tends to cause the ETMG to operate as a generator. In other words, the controls are configured according to the predetermined inertia and friction characteristics of the PXU and ETMG rotor. More particularly, in response to the clutch pedal which is in an actuated position, the controls generate a predetermined ETM demand signal for the positive torque of these ETMG engines, provided that the designer preconfigures the controls depending on a predetermination that, during some time interval once the clutch ICE clutch begins to disengage, the friction effects of the PXU and ETMG rotor tend to exceed the effects of inertia, with which an effect is produced net friction. In contrast, the controls generate a predetermined ETM demand signal that tends to cause a negative torque in the ETMG, causing the ETMG to generate, with the condition that the designer pre-configure the controls based on a predetermination, which during some period of time after the start of the ICE clutch release, the effects of the rotor PXU and rotor ETMG tend to exceed the effects of friction, with which a net effect of inertia is produced.

The nature of the control configuration to generate the predetermined ETM demand signal could be a function of the designer's predetermination of the descent motor feature of the rotor-PXU-ETMG combination, which could be a feature that varies with time. Accordingly, the controls could be configured to generate the predetermined ETM demand signal so that, while the clutch is disengaged, the predetermined ETM demand signal is i) fixed, ii) changes with respect to time, iii) fixed and subsequently , change with respect to time, or iv) change with respect to time and subsequently, it is fixed, where the change with respect to time could be at a predetermined speed or speeds. In addition, the fixed and / or changing portions of the ETM demand signal The clutch release during clutch release may be for the clutch release duration or for the respective predetermined time intervals once the disengagement begins.

The descent characteristic with disengaged motor of the combination of rotor-PXU-ETMG could vary depending on the speed of the vehicle at the moment when the descent begins with the engine disengaged from the combination. Consequently, the designer could determine the relationship between the initial descent speed with disengaged motor and the descent feature with disengaged motor of the combination. Accordingly, the controls could be configured to include a tachometer, or to communicate with an existing tachometer (also known as a speedometer), where the tachometer indicates, directly or indirectly, the rotational speed of the rotor-PXU combination. ETMG. Correspondingly, the controls could be pre-configured to generate different predetermined ETM demand signals for the respective different initial descent speeds with disengaged motor.

In an alternative, the controls could be configured to dynamically determine the net friction trend or the net inertia of the rotor-PXU-ETMG combination through at least a portion of the time of descent with motor disengaged from the combination, where the determination is in response to the indicated rotation speed of the tachometer of the rotor-PXU-ETMG combination at least during the interval of descent with disengaged motor. According to this alternative, the controls are configured to generate, dynamically, the "predetermined" ETMG demand signal (ie, the component of the total ETM demand signal that is independent of the position of the acceleration pedal 213) in response to the net effect of friction or inertia, which is, in itself, determined dynamically by controls.

In yet another embodiment of the invention, the controller modifies its response to the acceleration pedal 213 during the change as described above even when the ETMG clutch is included.

Next, with reference to Figure 9, the configuration of the reconfiguration devices allowing the double-mode operation of the clutch 206, according to the embodiments of the invention, is shown. The configuration shown in Figure 9 allows the reconfiguration of a vehicle of the original equipment manufacturer, such that it allows the user (e.g., the driver) to disengage the clutch from original equipment manufacturer 206 for a manual transmission 204 when depressing the pedal 212 in a disengagement movement 922, in the same way as the previous addition of the reconfiguration devices. The reconfiguration devices shown in Figure 9 also allow for automatic disengagement of the clutch 206 by operation of the actuator 412, without interfering with. the user movement of the clutch pedal 212. This will be described in connection with Figures 10 and 11. However, the following description of Figure 9 explains how the reconfiguration configuration allows the actuator 412 to remain essentially fixed and does not interfere with the operation of original equipment manufacturer.

The clutch pedal 212 is coupled with a pedal movement transfer assembly 910, which includes a first segment fixed to the pedal 212, a second segment 914 fixed to the segment 912 and a third segment 916 fixed to the segment 914. At least part of the segment 912 is located inside cab 902 of vehicle 202 and is configured so that pedal 212, coupled with one end, is located below the other end of segment 912, which is coupled with segment 914 in a connection rotary fixed 908, a connection with the assembly 910 which is fixed relative to the vehicle frame 202 and which allows the rotation of the assembly 910 in one plane. The connection 908 could be inside the engine compartment 904, as shown, or it could be inside the engine compartment.

Cabin 902.

For the purpose of positioning the portions of the assembly 910 relative to the pedal 212, the connection 908, the articulation 930 and the actuator 412, so that the operation described herein is permitted, the lengths of the segments 912 and 914 and those of the segments 914 and 916 could form approximately right angles, as shown, or could form other angles, depending on the configuration of the vehicle 202. Likewise, the segments 912, 914 and 916 could have lengths of one relative to the other as shown, or they could have different proportions, as is imposed by the configuration of the vehicle 202. It should be understood that Figure 9 is not necessarily shown to scale.

The hinge 930 is connected at one end to the segment 916 through a rotary and sliding connection 932 captured by the slot 918, so that the hinge 930 can rotate in a plane relative to the pedal movement transfer assembly 910 and it may also slide in the length of the slot 918. In the configuration shown, the segment 916 is curved back towards the rotary connection 908. The segment 916 defines a correspondingly curved slot 918. This configuration could be provided in embodiments of the invention which tends to minimize movement side of the connection 932 when the connection 932 slides up and down in the slot 918 and, therefore, tends to maintain the constant alignment of the joint 930 despite its upward and downward movement.

The articulation 930 is configured to transfer the movement of the pedal clutch pedal 212, by means of the corresponding movement of the pedal movement transfer assembly 910, to a mechanism (not shown in Figure 9) for the clutch and disengagement of the pedal. clutch 206 (e.g., Figure 3). This mechanism is shown as the clutch arm 524 in Figure 3. (It is noted that the disengagement movement of the joint 930 in Figure 9 is not necessarily in the same direction as the disengagement movement 534 shown for the arm of clutch 524 in Figure 3. The disengagement movement of the articulation 930 in Figure 9 could be translated in a different direction beyond the portion of the joint 930 that is shown, alternatively, for clutch modes 206 compatible with Figure 9, clutch 206 could be configured to disengage in response to a disengagement movement that is different from the disengagement movement shown for clutch arm 524 of Figure 3).

The pedal movement transfer assembly 910 could be deflected by a spring (not shown), Assemble 910 returns spring-loaded to a released position, which is shown in Figure 9 as the clutch engaged position 920. The user (driver) could press pedal 212, whereby mount 910 rotates around the pivot connection 908. With the pedal 212 fully depressed, the assembly 910 is moved to the engaged clutch position 924 shown in Figure 9.

The movement of the assembly 910 from the position 920 to the position 924 causes the articulation 930 to move upwards as shown, due to the rotating and sliding connection 930 in the slot 918. This movement of the joint 930 causes the clutch to disengage. 206 The actuator 412 includes the cylinder 933, which is capable of moving the extendable shaft 542 in and out, within a range of positions of a fully retracted position 940, as shown in Figure 9, to a fully extended position 942, as it is shown in Figure 10. The cylinder 933 is connected by means of a rotary connection 938, that is, a connection that is fixed relative to the vehicle frame 202 and that allows the rotation of the cylinder 933 in a plane.

In the opposite end cylinder 933, the shaft 542 defines a slot 936, in which the rotating and sliding connection for the joint 930 is captured, so that the cylinder 933 can rotate in a plane relative to the hinge 930 and can slide in the length of the slot 936.

It is noted that the configuration described above and the additional details shown in Figure 9 allow the movement of the articulation 930 upwards (in response to the movement 922 causing the movement of the assembly 910 from the 920 position to the 924 position, as is described above) without substantial movement of the actuator 412. Thus, with the actuator 412 retracted, it does not interfere with the operation of the original equipment manufacturer in which the user presses the clutch pedal 212 to disengage the clutch 206. This is achieved, at least partially, due to the configuration shown, where the shaft 542 is almost parallel to the articulation 930 and where the connection 934 can slide from one end of the slot 936 next to the cylinder 933. to the far end of slot 936.

In some embodiments, this is also partially allowed because the width of the slot 936 allows the actuator 412, including the shaft 542, to deviate somewhat from a parallel alignment with the: -articulation 930, because the connection Swiveling and sliding 934 can move from one side of slot 936 to the other side without causing shaft 542 to move substantially. In some embodiments, this is also partially allowed due to the ability of the actuator 412, which includes the shaft or shaft 542, to rotate about the rotary connection 938.

It should be appreciated that with the shaft 542 in the retracted position 940, when the pedal 212 is depressed (and fitting 910 correspondingly, in position 924), it moves the lower end of the slot 918 to the highest position which elevates the articulation 930 by means of the lower part of the connection 932. In turn, the actuator 412 is correspondingly located 940 so that it moves the connection 934 towards the upper end. Similarly, when pedal 212 is released (and mounting 910 correspondingly, in position 920), this moves the lower end of slot 918 to the lowest position that hinge 930 descends by means of the lower part. of the connection 932. In turn, the actuator 412 is correspondingly located, 940 so that it moves the connection 934 towards the lower end of the shaft 542.

Next, with reference to Figures 10 and 11, the operation is further illustrated for the reconfiguration devices shown in Figure 9, according to embodiments of the present invention. Figure 10 shows the manner in which the configuration allows the automatic actuator 412 to disengage the clutch 406 without moving the clutch pedal 212 from its released position. The figure 11 shows the manner in which the configuration allows the user to depress and release the clutch pedal 212 in a manner normally permitted by the original equipment manufacturer even with the shaft 542 of the extended actuator 412. This is useful, because it allows automatic disconnection of the internal combustion engine of the manual transmission vehicle (for operation in an electric traction mode) by means of the actuator 412 extending its axis 542, with the purpose of disengaging the clutch 206, while still allowing the driver to depress and release the clutch pedal 212 in a manner normally permitted by the original equipment manufacturer.

Figure 10 shows the clutch pedal 212 in the released position (i.e., with the pedal movement transfer assembly 910 in the clutch engaged position 920) and shows that without affecting the position of the clutch pedal 212, the actuator 412 could be in a position 940, in which the shaft 542 is retracted, or it could be in a position 942, in which the shaft 542 is fully extended. With the shaft 542 in the extended position 942, the lower end of the slot 936 (ie, the end near the cylinder 933) is extended higher than with the shaft 542 in the retracted position 940. In this position 942, the connection 934 is pushed upward by the lower end of the slot 936, forcing to go up to joint 930, because the connection 934 is fixed to link 930. However, the rotatable sliding nature of connection 934 allows connection 934 to slide towards the top of slot 918 (in segment 916) without moving assembly 910.

More specifically, with the shaft 542 retracted, the lower end of the slot 936 holds the connector 934 on the link 930, which retains the connector 932 at the top of the link 930 at the lowest position at which the part bottom of the connector 932 is loosely placed against the lower end of the slot 918 in the segment 916 of the assembly 910. And with the shaft 542 fully extended, the lower end of the slot 936 retains the connector 934 in a higher position, which retains the connector 932 in the highest position in which the upper part of the connector 932 presses loosely against the upper end of the slot 918.

Figure 11 shows the actuator 412 with the shaft 542 in the fully extended position 942 and shows that the user could press and release the clutch pedal 212 without substantially moving the actuator 412 or the articulation 930. This is due, as noted above, that the connection 934 in position 942 is pushed upward by the lower end of the slot 936 in the shaft 542 of the actuator 412, keeping the articulation 930 in its highest position. In this way, the assembly 910 is allowed through the slot 918 to move to the position 924 with the clutch pedal 212 depressed and towards the position 920 with the clutch pedal 212 released without interference from the connector 932, which is found at the upper end of the articulation 930. That is, the connector 932 is able to slide towards the lower end of the slot 918 with the clutch pedal pressed (and the assembly 910 in the corresponding position 924), because with the mount 910 in the uppermost position 924, the lower end of the groove 918 in the segment 916 is in a position in which the lower part of the connector 932 is stopped by the lower end of the groove 936 in the fully extended shaft 542 leaning against the connector 934 on the articulation 930. And the connector 932 is able to slide towards the upper end of the slot 918 with the clutch pedal released (and the assembly 910 in the corresponding position). n 920), because with the mounting 910 in the lower position 920, the upper end of the slot 918 in the segment 916 is in a position in which the upper part of the connector 932 is retained by the lower end of the connector 918. the slot 936 on the fully extended shaft 542 resting against the connector 934 on the link 930.

Although it is in an electric traction mode of reconversion, the clutch pedal wall 212 will not engage and disengage the clutch 206 with the actuator 412 in the 942 position, as shown in Figure 11, because the clutch 206 is already disengaged, it is still useful to provide this freedom from the operation of the clutch pedal 212, because it allows the driver to make the changes in the electric traction motor by means of the clutch pedal positions 212 that signal the electric traction control system. To facilitate this signaling, the position switches 1110 and 1120 are provided as shown, in the embodiments of the present invention. The switches 1110 and 1120 are mounted in movable positions, so that with the assembly 910 in the highest position 924, ie, with the clutch pedal 212 depressed, the switch 1110 is moved to an actuated position 1112. The switch 1110 it is coupled, communicatively, with the electric traction control system, so that changes to the operation of the electric traction motor could be effected in response to the actuation of the switch. Similarly, switch 1120 is moved to an actuated position 1122 in response to mounting 910 that moves to position 920, that is, with clutch pedal 212 released. Similarly, the switch 1120 is coupled, communicatively, with the electric traction control system to effect changes in the operation of the electric traction motor in response to the operation of the switch.

As will be appreciated by a person skilled in the art, aspects of the present invention could be included as a system, method and / or program product. Accordingly, the aspects of the present invention could take the form of a fully hardware mode, a fully software mode (including firmware, resident software, micro-code, etc.), or modes that combine the software aspects and hardware all of which could be generally referred to herein as a "circuit", "module", or "system". In addition, the aspects of the present invention could take the form of a program product included in one or more storage means capable of being read by computer having a program code that can be read on the computer included therein. (However, any combination of one or more media capable of being read on a computer could be used.The medium capable of being read on a computer could be a means of signal capable of being read on a computer or a storage medium capable of being read. on computer).

A storage medium that can be read on a computer could be, for example, but not limited to, a system, device, controller or device. electronic, magnetic, optical, electromagnetic, infrared, biological, atomic or semiconductor, or any suitable combination of the above. The most specific examples (a non-exhaustive list) of the computer-readable storage medium could include the following: an electrical connection that has one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), a read-only memory that can be programmed and erased (EPROM or instant memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing. In the context of this document, a storage medium capable of being read on a computer could be any tangible medium that a program can contain or store for use through or in connection with a system, device, controller or device. Program code included in a computer-readable signal medium could be transmitted using any suitable means, including but not limited to a wireless medium, wired line, fiber optic cable, RF, etc., or any suitable combination of the above.

A signal medium capable of being read on a computer could include a propagated data signal with a program code that can be read on a computer included in it, for example, in a baseband or as part of a carrier wave. The propagated signal could take any of a variety of forms, including, but not limited to, electromagnetic, optical or any suitable combination thereof. A means of signal capable of being read on a computer could be any means capable of being read on a computer that is not a storage medium capable of being read on a computer and that can communicate, propagate or transport a program for use by or in connection with a system, apparatus, controller or instruction execution device.

The figures illustrate the architecture, functionality and operation of the possible implementations of the systems, methods and program products according to various embodiments of the present invention. In this regard, a block could represent a module, the segment, or a code portion, which comprises one or more executable program instructions for the implementation of the specified logical functions. It should also be noted that, in some implementations, the functions observed in block could happen outside the order observed in the figures. For example, two blocks shown in succession could in fact be executed in a substantially concurrent manner, or the blocks in some instances could be executed in the reverse order, depending on the functionality involved.

Modules implemented in software for execution through various types of processors could comprise, for example, one or more physical or logical blocks of computer instructions that could be organized for example, as an object, procedure or function. However, the executables of an identified module do not need to be physically located together, but could comprise different instructions that, when joined together, logically comprise the module and achieve the stated purpose for the module. In turn, an executable code module could be a single instruction, or many instructions and could even be distributed through several different segments of code, between different programs and through various memory devices. Similarly, the operation data could be identified and illustrated herein within the modules and could be included in any suitable form and could be organized into any suitable type of data structure. The operation data could be collected as a single data set, or it could be distributed through different locations that include through different storage devices. The data could provide signals electronic in a system or network.

These program instructions could be provided to a processor and / or controller of a general-purpose computer, a special-purpose computer, or other programmable data processing apparatus (e.g., a controller) to produce a machine, so that the instructions, which are executed by means of the computer processor or other programmable data processing apparatus, create means for the implementation of the functions / steps specified in the flow diagram and / or block or block diagram blocks.

Also, it will be noted that each block of the block diagrams and / or the flowchart illustration and the combinations of the blocks in the block diagrams and / or the flowchart illustration, can be implemented through systems based in special-purpose hardware that performs the specified functions or stages, or combinations of special-purpose hardware and computer instructions. For example, a module could be implemented as a hardware circuit comprising gate arrays or conventional VLSI circuits, off-rack semiconductors such as logic chips, transistors, controllers, or other discrete components. A module could also be implemented in programmable hardware devices such as programmable gate series of field, programmable series logic, programmable logic devices, or the like.

The computer program code, ie, the instructions performing the operations for the aspects of the present invention, could be written in any combination of one or more programming languages, which include an object-oriented programming language such as Java, Smalltalk, C ++ or simiand conventional procedural programming languages, such as the programming language "C" or simiprogramming languages. The program code could be executed in its entirety on the user's computer, partially on the user's computer, as a separate software package, partially on the user's computer and partially on a remote computer or in its entirety. the computer or remote server. In the last scenario, the remote computer could be connected to the user's computer through any type of network, which includes a local area network (LAN) to a wide network that could be a network (WAN), or the connection it could be done on an external computer (for example, through the Internet using an Internet service provider).

These program instructions could also be stored in a computer-readable storage medium that can be run by a computer, another programmable data processing apparatus, a controller, or other devices operating in a particumode, so that instructions stored in the medium capable of being read on the computer produce an article, which includes instructions that implement the function / stage specified in the flow diagram and / or block or block diagram blocks.

The program instructions could also be loaded into a computer, another programmable data processing device, controller, or other devices that cause a series of operation steps to be performed on the computer, another programmable device, or other devices to produce a process implemented from a computer, so that instructions executed on the computer or other programmable device provide processes for the implementation of the functions / steps specified in the flow diagram and / or block or block diagram blocks.

One or more databases could be included in a host for the storage and provision of data access for the different implementations. A person skilled in the art will also appreciate that, for security reasons, any type of database, systems or components of the present invention could include any combination of databases or components in a single location or in multiple locations, where each database or system could include any of several suitable security features, such as walls or firebreaks, access codes, encryption, decryption, and the like. The database could be any type of database, such as relationship, hierarchical, object-oriented and / or similar. The common database products that could be used to implement the databases include IBM DB2, any of the database products available from Oracle Corporation, Microsoft Access from Microsoft Corporation, or any other base product from data. The database could be organized in any suitable way, which includes data tables or search tables.

The association of certain data could be achieved through any data association technique known and practiced in the art. For example, the association could be achieved either manually or automatically. The automatic association techniques could include, for example, a database search, a union or combination of databases, GREP, AGREP, SQL and / or the like. The association stage could be achieved through a database combination function, for example, by using a code field in each of the manufacturer's data tables and the retail vendor. A code field divides the base of data according to the high-level class of objects defined by the code field. For example, a certain class could be designated as a code field, both in the first data table, and in the second data table, and the two data tables could then be combined based on the class data in the field of code. In those embodiments, the data corresponding to the code field in each of the combined data tables are preferably the same. However, data tables that have similar but not identical data in the code fields could also be combined using, for example, AGREP.

The term "configuration" of a reconfiguration control device is referred to herein. It should be understood that this could include the selection of predefined logical blocks and the association of these in logical form, so as to provide particular logical functions that include monitoring or control functions. It could also include software-based logic programming of the reconfiguration control device, wiring of discrete hardware components, or a combination of any or all of the above.

The reference throughout this specification to the terms "one modality", "modalities", or similar language means that a characteristic, structure The particular or feature described in connection with the embodiments is included in at least one embodiment of the present invention. In this way, the appearances of the phrases "in a modality", "in a modality", "modalities", and similar language through all this specification could refer to all but not necessarily to the same modality. In addition, the described configurations, structures, aspects and / or features of the invention could be combined in any suitable manner in one or more embodiments. Correspondingly, even if the configurations could be initially claimed to be acting in certain combinations, one or more configurations of a claimed combination can be extracted from the combination and the claimed combination can be directed to a sub-combination or variation of a sub-combination.

In the descriptions herein, numerous specific details are provided, such as programming examples, software modules, user selections, network transactions, database queries, database structures, hardware modules, circuit boards, hardware, hardware chips, controllers, etc., in order to provide detailed understanding of the embodiments of the invention. A person skilled in the relevant art will recognize, however, that the invention could be practiced without one or more of the specific details, or with other methods, components, materials and so on. In other instances, well-known structures, materials or operations could not be shown or described in detail to avoid obscuring aspects of the invention.

Next, with reference to Figure 12, a block diagram is illustrated which illustrates a computer system in which the aspects of the embodiments of the invention could be implemented. The computer system 1200 could employ a local peripheral component interconnect (PCI) bus architecture. Although the example represented uses a PCI bus, other bus architectures, such as the accelerated graphics port (AGP) and the industry standard architecture (ISA) could be used, among others. The processor 1215, the volatile memory 1220 and the non-volatile memory 1235 could be connected to a PCI 1205 local bus through a PCI bridge (not shown). The PCI bridge could also include an integrated memory controller and a cache memory for the 1215 processor. Additional connections to the PCI 1205 local bus could be made through direct component interconnection via add cards. In the example shown, a network adapter (LAN) 1225, a small computer system interface (SCSI) host bus adapter (not shown) and the bus interface expansion (not shown) could be connected to a local PCI 1205 bus through the direct component connection. In contrast, an audio adapter (not shown), a graphics adapter (not shown) and an audio display adapter 1214 could be connected to the local PCI 1205 bus by adding cards inserted into the expansion slots .

The expansion bus interface (not shown) provides a connection for a 1230 keyboard and mouse adapter, a modem (not shown), and additional memory (not shown). The SCSI host bus adapter (not shown) provides a connection for a hard disk drive, a tape drive, and a CD-ROM drive. Typical implementations of PCI local bus will support three or four PCI expansion slots or add-on connectors.

An operating system could be executed on the processor 1215 and used to coordinate and provide control of the various components within the computer system 1200 in Figure 12, the operating system could be a commercially available operating system. An object-oriented programming system such as Java could be executed in conjunction with the operating system and provide calls to the operating system of the Java programs or programs running on the system 1200. Instructions for the operating system, the operating system object-oriented and the programs could be located in non-volatile memory storage devices 1235, such as a hard disk drive and could be loaded into a volatile memory 1220 for execution through the processor 1215.

Those of ordinary skill in the art will appreciate that the hardware in Figure 12 could vary depending on the implementation. Other internal hardware or peripheral devices, such as an instantaneous ROM (or non-volatile equivalent memory) or optical disk drives, and the like, could be used in addition to or instead of the hardware shown in Figure 12. Likewise, the processes of the present invention they could be applied in a multi-processor computer system.

As another example, the computer system 1200 could be an independent system configured to be rebooted without relying on some type of network communication interface, if the computer system 1200 includes or does not include some type of network communication interface. As a further example, the computer system 1200 could be an embedded controller, which is configured with ROM and / or instantaneous ROM that provides a non-volatile memory that stores the operating system files or the data generated by the user.

The example shown in Figure 12 and the The examples described above do not mean that they involve architectural limitations. In addition, a form of computer program of the present invention could reside in any storage medium capable of being read by computer (i.e., a floppy disk, a compact disk, a hard disk, a tape, ROM, RAM, etc.) . Used by a computer system. (The terms "computer," "system," "computer system," and "computer system" may be used interchangeably herein).

The benefits, advantages and solutions to the problems have been described previously with respect to the specific modalities. However, the benefits, advantages, solutions to problems and any of the elements that could cause any benefit, advantage or solution to occur or become more pronounced could not be interpreted as configurations or critical, required or essential elements of any or all The claims .

Those skilled in the art who have read this description will recognize that changes and modifications could be made without departing from the scope of the present invention. It should be appreciated that the particular implementations shown and described herein could be illustrative of the invention and its best mode and is not intended which could otherwise limit the scope of the present invention in any way. Other variations could be within the scope of the following claims.

Although this specification contains many specific details, these should not be construed as limitations of the scope of the invention or what may be claimed, but rather as descriptions of the configurations specific to the particular implementations of the invention. The headings herein are not intended to limit the invention, the embodiments of the invention or other matter described below the headings.

As used herein, the terms "comprises", "comprising", or any other variation thereof, could be intended to cover a non-exclusive inclusion, such that a process, method, article or apparatus comprising a list of elements does not include only those elements but could include other elements not expressly listed or inherent in this process, method, article or apparatus. In addition, no element described herein is required for the practice of the invention unless it is expressly described as essential or critical.

In the present, the term "or" could be intended to be inclusive, where "A or B" includes A or B and also includes both of A and B.

The terminology used herein is for the purpose of describing only the particular embodiments and is not intended to be limiting of the invention. As they are used in the present, the singular forms "a",. "one" and "the" could be pretended to also include plural forms, unless the context clearly indicated otherwise. In addition, it will be understood that the terms "comprises" and / or "comprising", when used in this specification, which could include the claims hereinafter, specify the presence of the configurations, integers, stages, operations, elements and / or indicated components, although they do not prevent the presence or addition of one or more other configurations, integers, stages, operations, elements, components and / or groups thereof.

The corresponding structures, materials, steps and equivalents of all means or stage in addition to the elements of function in the claims below could be intended to include any structure, material or step to perform the function in combination with other elements claimed as claimed in a manner specific.

The description of the present invention has been presented for purposes of illustration and description, although it is not intended to be exhaustive or limited to the invention in the manner described. Many modifications and variations will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the invention. The modality was chosen, and described for the purpose of better explaining the principles of the invention and the practical application and to allow other persons of ordinary skill in the art to understand the invention for various modalities with various modifications as it might be suitable for the particular use Contemplate It is noted that in relation to this date the best method known by the applicant to carry out the aforementioned invention, is that which is clear from the present description of the invention.

Claims

CLAIMS Having described the invention as above, the content of the following claims is claimed as property:

1. In a vehicle having a manual transmission coupled with an internal combustion engine ("ICE") by means of a first clutch, the first clutch is configured to respond to the movement of a clutch pedal, wherein in an ICE mode of operation of vehicle, the vehicle is configured so that the ICE drives the vehicle in response to the movement of an acceleration pedal, characterized in that the system comprises: an electric motor coupled with the manual transmission and configured to drive the vehicle in an electric traction motor ("ETM") mode of vehicle operation; Y controls configured to (i) generate an ETM demand signal in response to the position of the acceleration pedal and (ii) modify the generation of the ETM demand signal in response to the position of the clutch pedal, where the electric motor is configured to adjust its output torque as a function of the magnitude of the ETM demand signal.

2. The system in accordance with the claim 1, characterized in that the controls configured to modify the demand signal ETM are additionally configured to generate, for a given position of acceleration pedal, a smaller amount of the demand signal ETM when the clutch pedal is in a driven position that when the clutch pedal is in a resting position.

3. The system according to claim 1, characterized in that the controls are additionally configured to generate a predetermined ETM demand signal independent of the position of the acceleration pedal when the clutch pedal is in the actuated position.

4. The system according to claim 1, characterized in that it further comprises a second clutch interposed between the electric motor and the manual transmission, wherein the controls are additionally configured to (i) disengage the electric motor from the manual transmission by means of the second clutch in response to detecting the actuated position of the clutch pedal when the vehicle is in the ETM mode of vehicle operation and (ii) engaging the electric motor with the manual transmission by means of the second clutch in response to the detection of a position of the clutch pedal when the vehicle is in ETM mode of operation vehicle

5. In a vehicle having a manual transmission coupled with an internal combustion engine ("ICE") by means of a first clutch, the first clutch is configured to respond to the movement of a clutch pedal, wherein in an ICE mode of operation of vehicle, the vehicle is configured, so that the ICE drives the vehicle in response to the movement of an acceleration pedal, characterized in that the system comprises: an electric motor coupled with the manual transmission and configured to drive the vehicle in an electric traction motor ("ETM") mode of vehicle operation; a second clutch interposed between the electric motor and the manual transmission; Y controls configured to (i) disengage the electric motor from the manual transmission by means of the second clutch in response to sensing the actuated position of the clutch pedal when the vehicle is in ETM vehicle operation mode and (ii) engaging the electric motor with the manual transmission by means of the second clutch in response to the detection of the resting position of the clutch pedal when the vehicle is in the ETM mode of vehicle operation.

6. In a vehicle that has a manual transmission coupled with an internal combustion engine ("ICE") by means of of a first clutch, the first clutch is configured to respond to the position of the clutch pedal, wherein in an ICE mode of operation, the ICE drives the vehicle in response to the position of the acceleration pedal, characterized in that the method comprises: driving the vehicle by means of an electric traction motor ("ETM") in an ETM mode of operation through the controlled response of the vehicle to the position of the acceleration pedal; disengaging the first clutch and holding the first clutch disengaged in the ETM mode, so that the ICE is disengaged from the manual transmission during the ETM operation mode; Y change the controlled response as a result of the detected positions of the clutch pedal during the ETM operation mode.

7. The method according to claim 6, characterized in that the ETM is coupled with the manual transmission and the vehicle includes a second clutch interposed between the ETM and the manual transmission and wherein the change of the controlled response includes controls that cause the second clutch (1) disengage the ETM from the manual transmission in response to controls that detect the actuated position of the clutch pedal during the ETM operation mode and (2) clutch the ETM with the manual transmission in response to the controls that detect the resting position of the clutch pedal during the ETM operation mode.

8. The method according to claim 6, characterized in that the drive of the vehicle through a controlled response comprises the generation of an ETM demand signal in response to an acceleration pedal position and wherein the change of the controlled response includes generation , for a given position of acceleration pedal, of a smaller ETM demand signal when the clutch pedal is in the actuated position than when the clutch pedal is in the rest position.

9. The method according to claim 6, characterized in that the driving of the vehicle through a controlled response comprises the generation of an ETM demand signal in response to the position of the acceleration pedal and wherein the change of the controlled response includes the generation of a predetermined ETM demand signal independent of the position of the acceleration pedal when the clutch pedal is in an actuated position.

10. In a vehicle having a manual transmission coupled with an internal combustion engine ("ICE") by means of a first clutch, the first clutch is configured to respond to a clutch pedal, wherein in an ICE mode of vehicle operation, the ICE drives the vehicle in response to the acceleration pedal, characterized in that the vehicle reconfiguration method comprises: coupling an electric traction motor ("ETM") with the manual transmission in a configuration for driving the vehicle; Y attach the controls to the vehicle, the controls are configured to disengage the first clutch and cause the vehicle to be driven by means of the ETM during an ETM mode of operation by means of a controlled response of the ETM to the position of the acceleration pedal, in where the controls are additionally configured to (1) detect the resting and actuated positions of the clutch pedal and (2) change, in the form of a response, the controlled response of the ETM to the acceleration pedal during the ETM operation mode.

11. The method according to claim 10, characterized in that it comprises: coupling a second clutch interposed between the ETM and the manual transmission; Y coupling an actuator with the second clutch in a configuration for disengaging the second clutch, wherein the controls are additionally configured to (1) disengage the second clutch during the ETM operation mode in response to detecting the actuated position of the clutch pedal and (2) engage the second clutch during the ETM operation mode in response to the detection of a clutch pedal resting position.

12. The method according to claim 10, characterized in that the controls are configured to generate a demand signal ETM having a magnitude in response to a detected position of the acceleration pedal, wherein the controls are additionally configured to generate, for a position given acceleration pedal, a smaller amount of the ETM demand signal when the clutch pedal is in the actuated position than when the clutch pedal is in the rest position.

13. The method according to claim 12, characterized in that the controls are configured, during both of the ETM and ICE operation modes, to generate, for a given acceleration pedal position, the smallest magnitude of the ETM demand signal when The clutch pedal is in the actuated position when the clutch pedal is in the rest position.