GB2468868A

GB2468868A - Shift position transmitter

Info

Publication number: GB2468868A
Application number: GB0904998A
Authority: GB
Inventors: Klaus-Juergen Stutzer; Sylvester Vertetics; Ulf Gimbergsson
Original assignee: GM Global Technology Operations LLC
Current assignee: GM Global Technology Operations LLC
Priority date: 2009-03-24
Filing date: 2009-03-24
Publication date: 2010-09-29
Also published as: GB0904998D0

Abstract

A vehicle Shift Position Transmitter device and method is provided. The Shift Position Transmitter (52) comprises a shifter position input (20), a Parking Mechanism Actuator output (54), and a Transmission Control Module output (55). The shifter position input (20) is intended for detecting a position of a shifter whilst the Parking Mechanism Actuator output (54) is intended for controlling an interlocking of gears of a transmission of the vehicle. The Transmission Control Module output (55) is intended for transmitting shifter position signals to a Transmission Control Module (12) of the vehicle.

Description

Shift Position Transmitter This application is related to a vehicle and in particular to a transmission management of the vehicle.

Motorized vehicles include a power plant, such as an engine and/or an electric motor, which is connected to a transmis-sion.

The transmission includes a set of gears that is connected to a set of wheels. The transmission is also linked to a driver interface device by a range shift mechanism that includes a series of interconnected mechanical devices, such as levers, push/pull rods, and cables.

The power plant produces a driving power that is transferred through the transmission to a driveline for driving the wheels at a selected gear ratio.

In a case of automatic transmission, a vehicle user selects a desired transmission range via the driver interface device.

The transmission operating range includes a park mode, a neu-tral mode, a reverse mode, and a drive mode. The Drive mode can include three, four, five, or even six different forward gear ratios. One of these gear ratios is selected automati-cally based on operating conditions of the vehicle.

In certain cases, the automatic transmission uses a shift-by-wire range shift mechanism. The shift-by-wire range shift mechanism uses an external system that has an electric motor or hydraulics for controlling movement of a manual shaft of the transmission to a desired range select position.

Switches associated with the driver interface device send a mode signal to a transmission controller that is indicative of the selected transmission range. Thereafter, the transmis-sion controller governs an actuator to move the transmission manual shaft to the corresponding range select position.

The application provides a SPT (Shift Position Transmitter) device of a vehicle. The SPT device is used for reading a transmission shifter position and for transmitting shifter position information to a TCM (Transmission Control Module).

The shifter position information is carried by a shifter po-sition signal. Additionally, the SPT device can include safety related diagnostic features.

For providing similar functions, it is believed that the SPT device is more cost effectively that an IMS (Internal Mode Switch) implementation with additional sensors or an ETRS (Electronic Transmission Range Selection) implementation.

Furthermore, the SPT device advantageously provides internal fault detection capabilities and actuator control mechanism, which is unlike other implementations.

The SPT comprises a shifter position input device, a PMA (Parking Mechanism Actuator) output device, and a TCM (Trans-mission Control Module) output device. The SPT is part of a transmission system of the vehicle. It can be physically lo-cated in any part of the vehicle.

The shifter position input device is used for receiving the transmission shifter position information or data from a shifter. The shifter includes mechanical or electronic de-vice. If the shifter comprises the mechanical device, it can include one or more sensors to convert mechanical positions to electrical signals.

The PMA output device is used for controlling an interlocking of transmission gears of an automatic transmission of the ye- hide. The transmission gears are locked when the transmis-sion is a parking mode. The PMA output device can generate a 4 to 20 mA (millampere) analogue electrical current to con-trol the gears interlocking. The analogue electrical current can have a PWM (Pulse Width Modulation). The control can be implemented by digital logic circuits of the SPT device. The digital logic circuit comprises logic gates that represent Boolean logic functions. The digital logic circuits can be implement using one or semiconductor chips. The semiconductor chips can comprise discrete electrical components or inte-grated electrical components.

The TOM output device is intended for transmitting the re-ceived shifter position information to a TCM (Transmission Control Module) of the vehicle. The transmission of the shifter position information can be implemented by digital logic circuit of the SPT device.

The shifter position information can be transmitted to the TCM via a serial data interface, which has the advantage of fewer wiring. The shifter position information can also be transmitted to the TCM via a parallel data interface, which is the advantage of faster data transfer speed.

The SPT device can also include a PIU (Position Indicator Unit) output device for sending the received shifter position information to a PIU. The PIU is used for displaying the shift position to a user of the vehicle.

The shifter position information can be transmitted to the FlU using a digital logic circuit. The transmission can use a serial data interface that using a 4 to 20 mA analogue elec- trical current signal or it can use a parallel data inter-face.

In addition, the SPT device can include digital logic circuit for detecting faults and for transmitting fault detection in-formation to the TCM.

The application also provides a vehicle that comprises an above-mentioned SPT device.

The application provides a method for providing shifter posi- tion information of a shifter of a vehicle to a TCM (Trans-mission Control Module) The vehicle comprises the shifter that is electrically con-nected to a SPT (Shift Position Transmitter) device. The SPT is electrically connected to the TCM.

The method comprises the step of the SPT receiving a shifter position information from the shifter. The SPT controls an interlocking of transmission gears of a transmission of the vehicle via a PMA (Parking Mechanism Actuator) device, wherein the interlocking of gears is ruled or is governed by the shifter position information. The SPT also sends the shifter position information to the TOM.

The SPT can send the shifter position information to a Flu.

The PIU is electrically connected to the SPT. The SPT can send a fault detection signal when a mismatch between FlU shifter position information that is transmitted to a FlU and TOM shifter position information that is transmitted to the TOM is detected by the SPT.

Fig. 1 illustrates a first transmission system of a vehi- cle that is based on an ETRS (Electronic Transmis-sion Range Selection), Fig. 2 illustrates a second transmission system of the ve-hicle that is based on a cable actuation, Fig. 3 illustrates a third transmission system of the ve- hicle that is based on a SPT (Shift Position Trans-mitter), Fig. 4 illustrates a schematic of a serial transmitting system of the third transmission system of Fig. 3, and Fig. 5 illustrates a schematic of a parallel transmitting system of the third transmission system of Fig.3.

Figs. 1 to 5 have similar parts. The similar parts have same name or same reference numbers. The description of the simi-lar parts is thus incorporated by reference.

Fig. 1 shows a transmission system 10 of a vehicle that is based on ETRS (Electronic Transmission Range Selection) that uses a shift-by-wire scheme.

The transmission system 10 has an automatic transmission 11 that is electrically connected to a TCM (Transmission Control Module) 12. An output of the automatic transmission 11 is me-chanically connected to a set of wheels 14 via a differential 15.

The TCM 12 is electrically connected to a CAN (Controller Area Network) interface 18 of an ESM (Electronic Shift Mod- ule) 17 via two parallel bidirectional lines and to an elec-trical output of an ignition key device 19. The TCM 12 is also electrically connected to an electrical output of a power supply 21.

The ESM 17, which is located near the shifter 20, is electri-cally connected to a shifter 20. The shifter 20 is mounted on a part of the vehicle, such as a steering column or a floor, which is convenient for a user of the vehicle to use. The user is also called an operator. The steering column and floor is not shown in the figure. The ESM 17 is also electri-cally connected to an electrical output of a power supply 23.

The CAN interface 18 is electrically connected to a PIU (Po-sition Indicator Unit) 22, which is electrically connected to an output 24 of the TCM 12. The FlU 22 is also electrically connected to an output of a power supply 25.

An output of TCM 12 is electrically connected to a parking mechanism actuator 26 of the transmission 17. The parking mechanism actuator 26 is mechanically connected to a set of gears 28.

The wheels 14 are mechanically connected to parking brake wheel actuator 31 that is placed conveniently near a user 32 of the vehicle. The parking brake wheel actuator 31 is elec-trically connected to an output of a power supply 33.

The gears 28 are mechanically connected to a manual park mechanism release 29 by a cable whilst the manual park mecha-nism release 29 is placed conveniently near the user 32.

The vehicle provides a transportation means on wheels. The output of ignition key device 19 allows the user 32 of the vehicle to connect electrical power to the TON 12 when the user 32 wants to drive or to use the vehicle.

The shifter 20 enables the user 32 of the vehicle to select a transmission range or a gear ratio of the transmission 11.

The transmission range includes a park mode, a neutral mode, a reverse mode, and a drive mode. Each mode includes one or more gear ratios. For example, the drive mode can include a three, four, five, or six forward-gear ratios whilst the re-verse mode includes one reverse-gear ratio.

The ESN 17 reads or receives the selected transmission range information or the selected gear ratio information of the shifter 20 by an electrical interface. Then, the ESM 17 transmits the selected transmission range or gear ratio to the TON 12 via the CAN interface 18. The ESM 17 does not in- clude diagnostic functionality and it is designed for a spe-cific shifter module.

The CAN interface 18 allows microcontrollers and devices to communicate with each other without a host computer. In addi-tion, the CAN interface 18 sends the selected transmission range or selected gear ratio to the PIU 22 for displaying the selected transmission range or gear ratio to the user 32.

An actuation system of the TCM 12 later moves the gears 28 of the transmission 11 to provide the selected gear ratio. The selection of the gear ratio is based on operational condi-tions of the vehicle, such as vehicle speed and torque.

The TOM 12 also electrically controls the parking mechanism actuator 26 to interlock the gears 28 by a spring force dur-ing the park mode of the transmission 11. The control can also release the interlocked gears 28 by a spring force. Al-ternatively, the manual park mechanism release 29 can also release the interlocked gears 28.

The transmission 11 transfers a drive force from an engine of the car to the wheels 14 via the differential 15. The engine is not shown in the figure. The differential 15 allows the wheels 14 that are attached to the differential 15 to rotate at different speeds.

The parking brake wheel actuator 31 is intended for braking the wheels 14 when it is activated by the user 32.

Fig. 2 shows a second transmission system 35 of the vehicle that is based on a cable actuation.

The second transmission system 35 has a transmission 37 that is connected to a shift lever 38 by a mechanical cable 39.

The shift lever 38 is also called the shifter.

The shift lever 38 has a manual button 43. The shift lever 38 is connected to an output of a brake pedal switch 44 whilst the brake pedal switch 44 is connected to an output of a power source 45.

The mechanical cable 39 has a first end that is mechanically connected to the set of gears 28 of the transmission 37 and to an INS (Internal Mode Switch) 41.

The gears 28 are mechanically connected to the manual park mechanism release 29 and to the wheels 14 by the differential 15. Furthermore, the wheels 14 are mechanically connected to parking brake wheel actuator 31.

An output of the INS 41 is electrically connected to the TOM 12. An output of the TCM 12 is electrically connected to the position indicator unit 22, which is connected to an output of the power source 25. The TCN 12 is also electrically con-nected to the output of the ignition key device 19.

The INS 41 is used to read shifter positions of the shift lever 38 and to transmit the shifter positions to a TCN 12.

The shift lever 38 is intended for selecting the transmission range or the gear ratio of the transmission 37. The transmis-sion ranges include a drive mode, a neutral mode, a reverse mode, and a park mode.

The brake pedal switch 44 is for controlling the selection of the transmission range or the gear ratio of the shift lever 38. For example, the Drive mode of the shift lever 38 can only be selected when brake pedal switch is turned on.

Fig. 3 depicts a third transmission system 50 of the vehicle that is based on a SPT (Shift Position Transmitter) The third transmission system 50 comprises the transmission 11 of Fig. 1 that is electrically connected to a first output 54 of a SPT (Shift Position Transmitter) 52.

The SPT 52 is located in position near the shifter 20. The shifter 20 is mounted on a steering column or a floor of the vehicle. Moreover, the SPT 52 is electrically connected to an output of the shifter 20. The first output 54 of the SPT 52 is electrically connected to the parking mechanism actuator 26 of the transmission 11 whilst a second output 55 of the SPT 52 is electrically connected to the TOM 12. A third out-put 56 of the SPT 52 is electrically connected to the PIU 22.

An output 58 of the TOM 12 is electrically connected to the PIU 22 whilst the output of the ignition key device 19 is electrically connected to the TCM 12. The gears 28 of the transmission 10 are mechanically connected to the wheels 14 by the differential 15.

The SPT 52 is used to read or to receive shifter position signal of the shifter 20 and to transmit the shifter position signal to the TOM 12 and to the PIU 22. The shifter position signal carries shifter position information. In addition, the SPT 52 controls the local packing mechanism actuator 26 for interlocking the gears 28.

In a generic sense, the SPT 52 is a part of the transmission system and it can be physically located in any part of the vehicle. For example, the SPT 52 can be located close to the shifter 20 or it can be bolted onto gearbox housing.

The SPT 52 receives electrical input signals. The number of input signals can be scaled easily to any appropriate size. A shift position for the reverse mode may need to be fixed since this drives a parking mechanism output. The SPT 52 de- codes the electrical input signals within a 4 to 20 mA (mu- liampere) analogue range or decodes a PWM (Pulse Width Modu-lation) of electrical input signals.

The SPT 52 uses standard logic and linear components. The SPT 52 also includes a built-in fault detection mechanism as well as two electrical current based transmission lines, one park-ing mechanism actuator driver, and one fault detection line.

The SPT 52 can easily be set to work with both mechanical and electronic shifter modules. When the SPT 52 is interfaced to a strictly mechanical device, it needs a sensor to convert mechanical positions to electrical signals. It is thus be-lieved that the SPT implementation requires low cost, which is unlike the ETRS implementation.

In addition, the SPT 52 does not have decoding limitations of an IMS implementation for an automatic transmission. The SPT 52 can also be adapted to work with different types of exter- nal shifter devices and with basic or advanced parking mecha-nism and park brakes. The basic parking mechanism locks the automatic transmission 11 in the park mode by a mechanical cable whilst the advanced parking mechanism uses an electric or hydraulic actuator to lock the automatic transmission 11 in the park mode.

Referring to Figs. 4 and 5, Fig. 4 shows the SPT 52 of Fig. 3 in serial transmission of selected shifter position signals to the TOM 12 and to the PIU 22. In contrast, Fig. 5 shows the SPT 52 of Fig. 3 in parallel transmission of selected shifter position signals to the TCM 12 and to the PIU 22.

Fig. 4 depicts a schematic of a serial transmitting system 60 of the SPT 52 of the third transmission system 50 of Fig. 3.

The serial transmitting system 60 includes a first data latching circuit 62 that is electrically connected to the TOM 12 and a second data latching circuit 63 that is electrically connected to the PIU 22.

The SPT 52 is electrically connected to the shifter 20, the parking mechanism actuator 26, the TCM 12 and the PIU 22, as shown in Fig. 3. An output of the FlU 22 is electrically con-nected to a position-warning device 61.

In particular, the serial transmitting system 60 comprises a selected shifter position circuit, a fault detection circuit, and a parking mechanism actuator circuit.

The selected shifter position circuit provides selected shifter position signals to the TOM 12 and to the FlU 22. The selected shifter position circuit includes the first data latching circuit 62 that comprises a first ADO (Analogue to Digital Converter) 65, a first memory device 66, and a first DAC (Digital to Analogue Converter) 67.

Analogue shifter outputs of the shifter 20 are electrically connected to the first ADO 65. The analogue shifter outputs comprise a parking position indicator output 75, a reverse position indicator output 76, a neutral position indicator output 77, and a drive position indicator output 78. Digital outputs 80 of the first ADO 65 are electrically connected the first memory device 66 whilst outputs 81 of first memory de- vice 66 are electrically connected to the DAC 67. The ana-logue output 55 of the DAC 67 is electrically connected to the TCM 12.

Similarly, the second data latching circuit 63 includes a second ADO 70, a second memory device 71, and a second DAC 72.

The position indicator outputs 75, 76, 77, and 78 of the shifter 20 are also electrically connected to the second ADC 70. Digital outputs 83 of the second ADC 70 are electrically connected to the second memory device 71 whilst outputs 85 of the second memory device 71 are electrically connected to the second DAC 72. An analogue output 74 of the second DAC 72 is electrically connected to the PIU 22.

The fault detection circuit provides fault signals to the TOM 12 and the PIU 22.

The fault detection circuit includes a first fault detection device 90 that is electrically connected to an output 87 of the first memory 66 and to an output 88 of the second memory 71. An output of the first fault detection device 90 is elec-trically connected to an "OR" device 94.

Likewise, the output 87 of the first memory device 66 and an output 96 of the second memory device 71 are electrically connected to a second fault detection device 97. An output of the fault detection device 97 is electrically connected to the "OR" device 94.

An output 95 of the "OR" device 94 is electrically connected to the TOM 12 and to the PIU 22.

The parking mechanism actuator circuit controls the parking mechanism actuator 26. The parking mechanism actuator circuit includes an output 98 of the first memory device 66 that is electrically connected to a first parking logic check device 100. An output 101 of the first parking logic check device is electrically connected to a first "AND" device 102.

In a similar manner, the output 88 of the second memory de-vice 71 is electrically connected to a second parking logic check device 104. An output 105 of the second parking logic check device 104 is electrically connected to the first "AND" device 102.

An output 106 of the first "AND" device 102 is electrically connected to a second "AND" device 108. An output 110 of the TOM 12 is electrically connected to the second "AND" device 108.

An output of the second "AND" device 108 is electrically con- nected to a DAC 112. The output 54 of the DAC 112 is electri-cally connected to the parking mechanism actuator 26.

The position warning device 61 checks inputs of the PIU 22 and issue an alert signal when logic of the inputs is incor-rect or when it detects a fault. The PIU 22 also receives shifter actual position signal from the TCM 12 for display.

The user moves the shifter 20 to a certain shifter position to indicate or to select a certain desired transmission range or gear ratio.

A functional description of the selected shifter position circuit is provided below.

A signal of the selected shifter position is transmitted to the first data latching circuit 62. In turn, the first data latching circuit 62 sends the selected shifter position sig-nal to the TCM 12.

In particular, the first ADC 65 of the first data latching circuit 62 receives analogue signals of the selected shifter position. The first ADC 65 converts these analogue signals to its digital form and transmits them to the first memory de-vice 66.

The first memory device 66 remembers or stores the digital selected shifter position signals and it later sends them to the first DAC 67. Then, the first DAC 67 converts the re-ceived digital signals to its analogue form and sends them to the TON 12 for selecting the selected transmission range or gear ratio.

The DAC 67 sends the shifter position signals to the TCN 12 via a current loop transmitter, which operates in a current range that extends from 4 mA (milliampere) to 20 mA. The cur-rent loop transmitter avoids signal loss due to signal path resistance.

In a similar manner, the second data latching circuit 63 also receives the selected shifter position signal from the shifter 20 and it sends the selected shifter position signal to the PIU 22.

A functional description of the fault detection circuit is provided below.

The first fault detection 90 also receives shifter position signals from the first memory device 66 via the output 87 and from the second memory device 77 via the output 88. The first fault detection 90 compares the two sets of received shifter position signals to determine any fault. The first fault de-tection device 90 then indicates any detected fault in its output signal to the "OR" device 94.

In a similar manner, the second fault detection 97 receives shifter position signals from the first memory device 66 via the output 87 and from the second memory device 71 via the output 96. The fault detection 96 compares the two received shifter position signals to determine any fault and it later indicates any detected fault in its output signal to the "OR" device 94.

The "OR" device 94 collects or receives any indicated fault signal and it sends them to the TCM 12 and to the PIU 22 for alerting the detecting fault.

A functional description of the parking mechanism actuator circuit is provided below.

The first parking logic check device 100 receives shifter po-sition signals from the first memory device 66 via the output 98. If the shifter position signals indicate a desired selec- tion of parking mode as well as not a selection of the re- verse mode, the neutral mode, and the drive mode, it then in-dicate a selected parking mode position signal to the first "AND" device 102. The consideration of not drive mode, not neutral mode, and not reverse mode is for purpose of safety.

In a similar manner, the second parking logic check device 104 verifies the shifter position signals and it indicates any selected parking mode position signal to the first "AND" device 102.

The first "AND" device 102 then sends any selected parking mode position signal to the second "AND" device 108, if both of its inputs show the same selected parking mode position.

Afterwards, the second "AND" device 108 receives an actuate park signal from the TCM 12. The TOM 12 sends the actuate park signal based on the received selected shifter position signal. Similarly, the second "AND" device 108 then sends any selected parking mode position signal to the DAC 112, if both inputs show the same selected parking mode position.

Then, the DAC 112 converts any received selected parking mode position signal to its analogue form and sends it to the parking mechanism actuator 26 via a current loop transmitter to activate parking mechanism.

In short, the use of current loop transmitters reduces number wires required for transmitting signals. Moreover, the SPT 52 provides internal fault detection capabilities. In this man-ner, safety is enhanced.

Fig. 5 shows a schematic of a parallel transmitting system 60' of the third transmission system 50 of Fig. 3.

The parallel transmitting system 60' is adapted from the se-rial transmitting system 60 of Fig. 4.

Referring to Fig. 4 and Fig. 5, the DAC 67 of Fig. 4 is re-placed with a driver device 67' of Fig. 5. The DAC 72 of Fig. 4 is replaced with a driver device 72' of Fig. 5. The fault detection 90 of Fig. 4 is replaced with a fault-detection 90' of Fig. 5 The fault detection 97 of Fig. 4 is replaced with a fault detection 97' of Fig. 5. The TOM 12 of Fig. 4 is re- placed with a TOM 12' Fig. 5. The PIU 12 of Fig. 4 is re-placed with a PIU 12' of Fig. 5 The driver 67' provides shifter position signals to the TOM 12' via a parallel interface instead of a serial interface.

The parallel interface transmits several bits of data in a parallel mode. The parallel transmission of data has an ad-vantage of higher speed of transfer.

In a similar manner, the driver 72' also provides the shifter position signals to the PIU 22' via a parallel interface.

The fault detection 90' and the fault detection 97' also re-ceive shifter position signals from the memory device 66' and the memory device 71' via parallel interfaces. The PIU unit 22' also receives shifter actual position signals from the TOM 12' via a parallel interface.

List of abbreviations ADC Analogue to Digital Converter CAN Controller Area Network DAC Digital to Analogue Converter ESM Electronic Shift Module ETRS Electronic Transmission Range Selection IMS Internal Mode Switch PItJ Position Indicator Unit SPI Shifter Position Indicator TCM Transmission Control Module Reference numbers transmission system 11 transmission 12, 12' TCM (Transmission Control Module) 14 wheel differential 17 ESM (Electronic Shift Module) 18 CAN (Controller Area Network) interface 19 ignition key device shifter 21 power supply 23 power supply 22, 22' PIU (Position Indicator Unit) 24 output power supply 26 parking mechanism actuator 28 gears 29 manual park mechanism release 31 parking brake wheel actuator 32 user 33 power supply transmission system 37 transmission 38 shift lever 39 mechanical cable 41 INS (Internal Mode Switch) 43 button 44 brake pedal switch 45 power source transmission system 54 output 52 SPT (Shift Position Transmitter) output 56 output 58 output 60, 60' transmission system 61 position warning device 62 data latching circuit 63 data latching circuit ADO (Analogue to Digital Converter) 66, 66' memory device 67, 67' DAC (Digital to Analogue Converter) 71, 71' memory device parking position indicator output 76 reverse position indicator output 77 neutral position indicator output 78 drive position indicator output digital output 81 output

ADO

71. 71' memory device 72 DAC 83 digital output output 74 analogue output 87 output 88 output fault detection device 94 "OR" device 96 output 97 fault detection device 98 output parking logic check device 101 output 102 "AND" device 104 parking logic check device output 106 output 108 "AND" device 110 output 112 DAC

Claims

CLAIMS1. A Shift Position Transmitter device (52) of a vehicle comprising a shifter position input device (65) for receiving shifter position information, a Parking Mechanism Actuator output device (112) for controlling an interlocking of gears (28) of a transmission (11) of the vehicle, and a Transmission Control Module output device (67) for transmitting the shifter position information to a Transmission Control Module (TCM, 12) of the vehicle.
2. A Shift Position Transmitter device (52) of claim 1 further comprising a Position Indicator Unit output de-vice (72) for sending the shifter position information to a Position Indicator Unit (FlU, 22)
3. A Shift Position Transmitter device (52) of claim 1 or 2 further comprising a first digital logic circuit (100, 102, 108) for controlling the interlocking of the gears (28) of the transmission (11)
4. A Shift Position Transmitter device (52) of one of claims 1 to 3 further comprising a second digital logic circuit (66) for transmitting the shifter position information to the Transmission Control Module (TCM, 12).
5. A Shift Position Transmitter device (52) of claim 4 characterised in that the shifter position information is transmitted to the Transmission Control Module (TCM, 12) is via a Transmis-sion Control Module serial data interface (67)
6. A Shift Position Transmitter device (52) of claim 4 characterised in that the shifter position information is transmitted to the Transmission Control Module (TCM, 12) is via a Transmis-sion Control Module parallel data interface (67').
7. A Shift Position Transmitter device (52) of one of claims 2 to 6 further comprising a third digital logic circuit (71) for transmitting the shifter position information to the Position Indicator Unit (PIU, 22)
8. A Shift Position Transmitter device (52) of claim 7 characterised in that the shifter position information is transmitted to the Position Indicator Unit (PIU, 22) is via a Position In-dicator Unit serial data interface (72)
9. A Shift Position Transmitter device (52) of claim 7 characterised in that the shifter position signal is transmitted to the Posi- tion Indicator Unit (PIU, 22) is via a Position Indica-tor Unit parallel data interface (72').
10. A Shift Position Transmitter device (52) of one of claims 1 to 9 further comprising a fourth digital logic (90, 94, 97) for transmitting a fault detection information to the Transmission Control Module (TCN, 12).
11. A Shift Position Transmitter device (52) of one of claims 1 to 9 further comprising a fifth digital logic (90, 94, 97) for transmitting a fault detection signal to the Posi-tion Indicator Unit (PIU, 22)
12. A vehicle comprising a Shift Position Transmitter device according to one of the claims 1 to 11.
13. A method for providing shifter position information of a shifter (20) of a vehicle to a Transmission Control Mod-ule (TCM, 12), the vehicle comprising the shifter (20) that is connected to a Shift Posi- tion Transmitter device (52), the Shift Position Trans-mitter device (52) being connected to the Transmission Control Module (TCM, 12), the method comprising -the Shift Position Transmitter device (52) receiv-ing a shifter position information from the shifter (20) -the Shift Position Transmitter device (52) control- ling an interlocking of gears (28) of a transmis-sion (11) of the vehicle via a Parking Mechanism Actuator device (26), -the Shift Position Transmitter device (52) sending the shifter position information to the Transmis-sion Control Module (TCM, 12)
14. A method of claim 13 further comprising -the Shift Position Transmitter device (52) sending the shifter position information to a Position In-dicator Unit (PIU, 22), the Position Indicator Unit (PIU, 22) being connected to the Shift Position Transmitter device (52)
15. A method of claim 14 further comprising -the Shift Position Transmitter device (52) sending a fault detection signal when a mismatch between PIU shifter position information that is transmit-ted to the Position Indicator Unit (PIU, 22) and Transmission Control Module shifter position infor- mation that is transmitted to the Transmission Con- trol Module (TCM, 12) is detected by the Shift Po-sition Transmitter device (52)