JPS63167161A - Transmission control device for automatic trans-mission - Google Patents

Abstract

PURPOSE:To select an optimum gear stage responding to the number of passangers and the like, by measuring automatically the number of getting-in and getting-off persons to and from a bus, finding at any time accurately the weight of the bus increasing or decresing in the running, and correcting the selection of an optimum gear stage for a shift-up. CONSTITUTION:The output from a weight correction arithmetic unit 6 to which a getting-in passanger measuring device 7 and a getting-off passanger measuring device 8 are connected is input to an electronic control unit 5, and the weight responding to the number of passangers in the car from the difference of the getting-in and the getting-off persons is computed, the car weight is corrected depending on the weight, the resultant weight is compared with the running resistance found from the acceleration and the engine output, and with the engine output, and the selection of the optimum gear stage for the shift-up is corrected depending on the resultant comparison. Since the car weight can be corrected accurately at any time responding to the increase and the decrease of the passangers in such a way, an optimum gear stage can be selected responding to the number of passangers and the condition of the road.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a speed change control device for an automatic transmission for buses.

(Prior art) The shift control logic of conventional electronically controlled automatic transmissions is based on a shift schedule determined from the vehicle speed and the throttle opening (hereinafter referred to as accelerator opening) based on the amount of depression of the accelerator pedal. is issuing a gear change command. Second
The figure is an example of a shift map, with solid lines showing upshift schedules for each gear, and broken lines showing downshift schedules.

In conventional shift schedules based on normal logic, when driving conditions change, such as when the gear is being shifted up, the gear may be shifted up even though there is not enough engine output for the next gear, or the vehicle speed may change. There are problems such as not being able to downshift unless the gear level decreases.To solve these problems, calculate the engine output at the gear you plan to shift up to, and compare this engine output with the running resistance.
Shift up only when the engine output is greater,
Patent application No. 61-05901 proposes to control the shift by adding a correction term to determine whether to shift up according to the running resistance.
No. 3 (unpublished). This proposal is based on comparing engine output and running resistance as mentioned above, but running resistance changes depending on the vehicle weight, so in order to determine accurate running resistance, accurate vehicle weight must be determined. It is necessary to know. In most cases, cargo vehicles (trucks) are loaded up to the specified maximum loading capacity in order to increase transportation efficiency, and the weight of the vehicle when it is empty at the time of forwarding,
Use the necessary means to calculate the vehicle weight at maximum load above! ;
If the running resistance is calculated in a different manner, there will be less error in the calculation results.

(Problem to be solved by the invention) However, when the number of passengers increases or decreases significantly in a short operating section such as on a route bus, that is, when the IIi loading capacity (passengers x average weight) increases or decreases, it is necessary to find the accurate vehicle weight. Therefore, it is necessary to accurately detect the number of passengers at any time. However, the driver has to declare the number of occupants frequently in short sections, and it is difficult to ensure accuracy due to errors in the declaration, which leads to errors in calculating running resistance and makes it impossible to select the most appropriate gear. There's a problem.

The present invention has been made in view of the above points, and even in cases where the vehicle weight changes due to frequent boarding and alighting of passengers, such as on a route bus, it is possible to accurately calculate the vehicle weight according to the increase or decrease in the number of passengers. It is an object of the present invention to provide a speed change control device for an automatic transmission for a bus that can perform speed change control with good correction.

(Means for Solving the Problems) In order to achieve the above-mentioned object, the present invention provides a shift control device a of an automatic transmission that reads a shift map from the vehicle speed and the amount of depression of the accelerator pedal and controls the shift of the vehicle. , a detection means for detecting the number of people passing through the boarding gate and the number of passengers passing the boarding gate of a vehicle having a dedicated boarding gate and alighting gate, and detecting the number of people boarding the vehicle based on the difference in number of passengers between boarding and alighting. a first correction means that calculates a weight corresponding to a negative value and corrects the vehicle weight based on the heavy positive; and a first correction means that calculates a weight corresponding to a negative value and corrects the vehicle weight based on the weight, and a shift map based on a comparison result between running resistance and engine output calculated from the weight of the vehicle, acceleration, and engine output. A shift control device for an automatic transmission is provided, characterized in that it has a second correction means for correcting the selection result of the optimum gear position according to the present invention.

(Function) In the present invention, the number of people getting on and off the bus is automatically measured, the vehicle weight that increases or decreases during operation is determined with high accuracy at any time, and the result of selecting the optimum gear by the shift map is corrected.

(Example) Next, an example of the present invention will be described in detail with reference to the drawings.

FIG. 1 is a block diagram showing an example of control according to the present invention.

In Fig. 1, l is a shift map that selects the optimum gear according to the vehicle speed and accelerator opening, 2 is a transmission, 3 is a clutch, 4 is an engine, and 5 receives signals from these and controls the shift of the transmission 2. Electronic control? Ti? It is I. The electronic control device 5 inputs signals of accelerator opening, vehicle speed, and vehicle weight in addition to the above-mentioned signals, and corrects the selection result of the optimum gear by the shift map 1 by comparing the engine output and the running resistance. The control described in Japanese Patent Application No. 61-059013 is carried out. Reference numeral 6 denotes a calculation device for correcting the weight of a vehicle according to the present invention, which is divided into Embodiment I and Embodiment II depending on the combination with measuring means 7.8 and 7' and 8'' described later for the number of passengers on the bus. I is the case where each vehicle has its own entrance and exit, and Example 2 is the case where there is only one entrance and exit. 7 is the means for measuring the number of passengers in Example I, Reference numeral 8 denotes means for measuring the number of passengers getting off the train, and these measuring means are, for example, optical ones, which are mounted immediately in front of or near the measuring means.

It is configured to detect when a passenger has passed and measure the number of people passing by, and is installed at each entrance for boarding and exiting the vehicle. 7' and 8' are detection means for detecting the passage of passengers at the entrance/exit in Embodiment H, which are optical type like the measuring means 7.8 in Embodiment I, and as shown in FIG. They are arranged parallel to the direction of passenger movement at the entrance.

As will be described later, the number of people on board is determined by the above-mentioned means for measuring or detecting passengers getting on and off the vehicle, and the loaded weight is obtained by multiplying the number of people by the average body weight. By adding the above-mentioned loaded weight to the pre-measured weight of the empty vehicle, a substantially accurate vehicle weight can be obtained. Example I and Example H will be explained in detail using flowcharts for determining vehicle weight, respectively.

Figure 3 is an example of a vehicle having a dedicated entrance and exit! This is a flowchart. First, the arithmetic unit 22b
When the is powered on and reset, 1 is assigned to the number of passengers as the initial value (if an assistant is on board, substitute g)
(Step a.

b) If not being reset or after step b is completed, read the signals from the boarding passenger number measuring means 7 and the disembarking passenger number needle side means 8 (step C1d) 0 Whether or not passengers have passed through the boarding gate. If it passes, add 1 to the number of passengers on board (step f); if it does not pass, proceed to step g.0 Next, decide whether or not the passenger has passed through the exit gate. Step g). If the number of passengers passes, subtract 1 from the number of passengers on board. Step h). If the number of passengers does not pass, proceed to step i. Add the preset average weight of passengers to the number of passengers determined above. Calculate the constant passenger weight (8!i loading weight) (step i)
, Add the above-mentioned loaded weight to the empty vehicle weight measured in advance to obtain the current vehicle weight (step j) 0
Next, the running resistance is determined using the current weight determined in step j (step k), and the running resistance determined in step k is compared with the engine output as described above, and the optimum gear is determined using the shift map. Correct the selection result (step statement).

Next, Embodiment H in a vehicle having only one entrance will be described in detail with reference to FIGS. 4 and 5.

FIG. 4(a) shows the arrangement of the passenger passing detection means a and b, which are arranged in parallel to the passenger movement direction at the entrance and exit. FIG. 4(b) shows an example of the output signals of the above-mentioned detection means a and b, and the detection means a closer to the outside of the vehicle detects the passing of a passenger first, indicating that the passenger is getting on the vehicle. ing. FIG. 4(C) shows that the detection means first detected the passing of a passenger, indicating that the passenger is getting off the train.

FIG. 5 is a flowchart for determining the vehicle weight in the case of Example H, and will be described in detail using this flowchart.

First, if the weight correction calculation device 6 of the vehicle is powered on and reset, 1 is assigned to the number of passengers on board as an initial value (steps a and b); if it is not being reset or after step b is completed, 1 is assigned to the number of passengers getting on and off the vehicle. Read the signals of the passage detecting means a and b (steps c and d), and judge whether there are passengers getting on or off based on the signals from the detecting means a and b (step e)
), if there are no passengers getting on or off, the process jumps to step i; if there are passengers, it is determined whether the detection means a detects the passing of the passenger first (step f); if the passenger passes first, the process jumps to step i; Add 1 to the number of people on board (step g), and if the detection means detects it first, subtract 1 from the number of people on board (step h) add the passenger average to the number of people on board determined in step 0 or more. Multiply the body weight to find the weight of the passenger (loaded weight) (step i). Add the above loaded weight to the empty vehicle weight measured in advance to find the current vehicle weight (step j). As in Example I,
The optimum gear selection result is corrected.

Although the above two embodiments have been described, various modifications can be made within the scope of the gist of the present invention, and these are not excluded from the present invention.

(Effects of the Invention) As explained above, according to the present invention, even when passengers frequently get on and off the bus, such as on a route bus, it is possible to accurately correct the vehicle weight according to the increase or decrease in the number of passengers. Since the vehicle weight can be determined as accurately as possible, the optimum gear stage can be selected depending on the number of passengers and road conditions.

[Brief explanation of the drawing]

FIG. 1 is a block diagram explaining the present invention in detail, FIG. 2 is an explanatory diagram of a shift map, and FIG. 3 is a diagram showing an embodiment.
FIG. 5 is a flowchart of Example H. DESCRIPTION OF SYMBOLS 1... Shift map, 2... Transmission, 3... Clutch, 4... Engine, 5... Electronic control device, 6...
... Vehicle weight correction calculation device, 7 and 8... Boarding (
Get off) Patent applicant: IsuC Automobile Co., Ltd. Representative: Patent attorney Minoru Tsuji Figure 1

Claims (2)

[Claims] (1) In a shift control device for an automatic transmission that reads a shift map based on the vehicle speed and the amount of accelerator pedal depression and controls the shift of the vehicle, it is possible to detect the number of people passing through the entrance of a vehicle that has a dedicated entrance and exit entrance. a detection means for detecting the number of people passing through the exit; and a first means for calculating the weight corresponding to the number of people on board based on the difference between the number of people getting on and off the board, and correcting the vehicle weight based on the calculated weight.
and a second correction means for correcting the selection result of the optimum gear based on the shift map based on the comparison result between the running resistance and the engine output calculated from the weight and acceleration of the vehicle and the engine output. A speed change control device for an automatic transmission characterized by: (2) two passenger passing detection means arranged parallel to each other in the passenger movement direction at the only boarding entrance provided in the vehicle;
The automatic transmission according to claim (1), further comprising a measuring means for measuring the number of passengers on board by determining whether the passenger is a boarding passenger or an alighting passenger based on the detection order of the detecting means. Machine speed control device.