JP2991730B2 - Electronic control system for automatic transmission - Google Patents

Description

This application is a continuation-in-part of U.S. Patent Application No. 62,755, filed June 16, 1987.

BACKGROUND OF THE INVENTION The present invention relates to an electric shift device particularly suitable for use in a motor vehicle having an automatic transmission.

The motor vehicle has initially required some gear change mechanism to meet the varying torque and speed requirements encountered during its typical duty cycle. For a long time, these gear change mechanisms have been manual in that the driver inputs from a shift lever or the like to achieve the desired gear change ratio. In recent years, so-called “automatic transmissions” have become widespread, in which most shifts are performed without a driver input in response to sensed speed and throttle opening parameters. Typically, an automatic transmission includes a mode selection lever disposed on the transmission housing and movable between a plurality of selected turning positions corresponding to a plurality of shift modes in the transmission. The mote selection lever is pivoted between its several shift positions by a cable or linkage mechanism extending from the mode selection lever to the appropriate gear selection lever in the vehicle cabin. Eliminate the mechanical interconnection between the driver operating lever and the mode selection lever and instead provide some power means configured to generate an electric signal and move the mode selection lever by appropriate action on the part of the driver Various proposals for electronic transmission have been made in the past. Because of the slow and inaccurate shift operation and / or additional warranty and maintenance costs, none of these attempts to provide an electric shift mechanism for an automatic transmission in a vehicle has any commercial success. Did not.

SUMMARY OF THE INVENTION The present invention provides an electrical control for an automatic transmission of a vehicle that provides a reliable and precise shift, is modifiable to be easily installed on the vehicle during initial vehicle manufacture, and has a reliable operation over the long life of the vehicle. It is intended to provide a device.

The electric control device of the present invention includes an automatic transmission of the type that includes a motor drive mode selection lever and a kick down lever that is disposed outside the transmission housing and driven by a solenoid mounted at one end to pivot about a common axis. It is used for automobiles that have

According to a feature of the present invention, an electronic control unit for controlling an automatic transmission receives an input signal corresponding to a desired transmission state and a current state of the transmission, and, if the desired transmission state is different from the current transmission state, the desired control state. A logic control unit that generates a clockwise motor drive signal if the transmission state is clockwise of the current transmission state and generates a counterclockwise motor drive signal if the desired transmission state is counterclockwise of the current state. A motor connected to a motor for driving a mode selection lever to rotate the motor clockwise in response to a clockwise motor control signal and to rotate the motor counterclockwise in response to a counterclockwise motor control signal Drive circuit And Nde.

In accordance with another aspect of the invention, the electronic control unit receives a vehicle state signal corresponding to an operating state of the vehicle, and the logic control unit determines that the desired transmission state and vehicle state correspond to one of a set of selected hazard situations. In this case, generation of either the clockwise motor control signal or the counterclockwise motor control signal is stopped. These danger situations may include vehicle speeds greater than a predetermined vehicle speed corresponding to a desired transmission condition. The vehicle status signal may include a plurality of speed signals, each of which is active when a corresponding predetermined vehicle speed is exceeded.

In accordance with another aspect of the invention, the automatic transmission includes park, reverse, row 1 and row 2 transmission states and the logic control unit outputs a first vehicle speed signal of approximately 4.83 kg / hr (3 miles / hour).
H) and the desired transmission condition is park, and the second vehicle speed signal indicates a motor vehicle speed exceeding approximately 11.27 km / h (7 miles / h) and the desired vehicle speed. If the transmission is reverse, the third speed signal indicates a vehicle speed exceeding a speed of approximately 32.19 km / hr (20 miles / hr) and the desired transmission state is low 1, and the fourth speed signal is approximately 48.28. Indicate a motor vehicle speed exceeding km / h (30 miles / h) and the desired transmission state is low 2
, The generation of either the clockwise motor control signal or the counterclockwise motor control signal is stopped. These specific speeds are selected for the specific vehicle in the embodiment, and other appropriate speeds can be selected for other vehicles. According to an embodiment, the four vehicle speed signals are simultaneously generated from the analog speed signals via a set of comparators, each comparing the analog speed signals to a corresponding threshold.

According to another feature of the invention, the logic control unit generates either a clockwise motor control signal or a counterclockwise motor control signal if the desired transmission state differs from the current transmission state for more than a predetermined time. Stop it. This predetermined time is set so as to guarantee that a desired transmission state is reached under normal operation. Therefore, exceeding this predetermined time indicates that some inappropriate operation has occurred. Therefore, under this situation, the logic control unit stops generating each motor control signal.

According to another feature of the invention, the motor driving the mode selection lever of the automatic transmission is electrically braked when neither a clockwise motor control signal nor a counterclockwise motor control signal is generated.

In accordance with another aspect of the invention, a desired transmission state signal is generated by manually activating one of a set of pushbutton switches, each corresponding to a state of the automatic transmission. The electronic control unit further includes a plurality of indicators, one located proximate to each manual pushbutton switch, one of which is activated according to the transmission status signal. Preferably, these indicators are light emitting diodes connected to a variable illumination supply voltage, so that their brightness varies according to the illumination of other control instruments.

According to another aspect of the present invention, the electric control device further includes a manual controller capable of generating a clockwise motor control signal or a counterclockwise motor control signal. Preferably, the manual controller includes a first instantaneous switch for generating a clockwise motor control signal and a second instantaneous switch for generating a counterclockwise motor control signal.

According to another feature of the invention, the electronic control unit further includes an accelerator pedal switch indicating full depression of the accelerator pedal, and the logic control unit generates a start signal of the solenoid that drives the kick down lever upon activation of the accelerator pedal switch. .

According to an embodiment of the present invention, a motor drive circuit performs dynamic control. When the clockwise control signal is generated, the motor drive circuit applies the first polarity power for the clockwise operation to the motor. When a counterclockwise control signal is generated,
The motor drive circuit applies power of the opposite polarity to the motor for counterclockwise operation. If neither signal is generated, the motor drive circuit dynamically brakes the motor.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a partial perspective view of an automobile in which the electric shift device of the present invention is implemented, FIG. 2 is a partial view of FIG. 1 as viewed from the direction of arrow 2, and FIG. FIG. 4 is a partial sectional view taken along line 4-4 in FIG. 3, FIG. 5 is a partial view seen from the direction of arrow 5 in FIG. 3, FIG. FIG. 7 is a cross-sectional view taken along line 6-6 in FIG. 4, FIG. 7 is a perspective view of a bracket used in the power module of the present invention, and FIG. 8 is a control module part used in the electric shift device of the present invention. FIG. 9 is a circuit diagram of the electric shift device of the present invention, FIG. 10, FIG. 11, and FIG. 12 are diagrams showing another type of encoder mechanism used in the electric shift device of the present invention. FIG. 14 shows a modified lever assembly used in the electric shift device of the present invention, and FIG. 14 shows the modified lever assembly of the present invention. FIG. 15 shows a modified system for mounting the control module in the vehicle, FIG. 15 is a schematic diagram of the electric control system of the present invention, and FIG. 16 is a detailed schematic diagram of the speed analog / digital converter shown in FIG. FIG. 17 is a schematic diagram of a representative indicator lamp including a connection to a variable illumination source, FIG. 18 is a schematic diagram of a timing circuit that ensures that no motor control signal is generated for longer than a predetermined time, FIG. FIG. 20 is a schematic diagram of a motor drive circuit, FIG. 20 is a schematic diagram of a rooster tail member implemented in a vehicle transmission and illustrating the operation of the encoder mechanism to indicate the exact center of the range for each selected gear.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A motor vehicle of the type including an instrument panel assembly 10 disposed in a passenger compartment of a motor vehicle, the electric shift device including the electric control system of the present invention, a steering wheel 12 with an instrument panel, an accelerator pedal assembly 14 , Torque converter 18
1, together with the automatic transmission assembly 16 including the transmission 20. The transmission 20 includes a mode selection lever 22 and a kick down lever 24, each mounted outside of the transmission housing and pivoted about a common axis at one end. In particular, the lower end of the kick down lever 24 is
The mode selection lever 22 is fixedly mounted on
It is fixedly mounted on a cylindrical shaft 27 (see FIG. 2) coaxially mounted on 26. The pivoting of the mode selection lever 22 rotates the cylindrical shaft 27 to operate the internal device in the transmission to set the transmission to a plurality of transmission modes such as park, neutral, drive, etc., and the pivot 26 of the kick down lever 24 causes the shaft 26 to pivot. You can see that it rotates to move the internal equipment in the transmission to the next lower gear for purposes such as passing.

Power module 28 is adapted to be bolted to the transmission near levers 22 and 24 and includes a bracket 32, a motor assembly 34, and a solenoid 36.

The bracket 32 can be formed as a die-cast and includes a bold body 32a, lugs 32b and 32c, and a flange 32d. Bracket 32 is easily secured to the housing of transmission 20 by bolts 38 passing through lugs 32b and 32c and threadedly engaged with threaded bosses 20a and 20b on the transmission housing, and further passes downwardly through openings in flange 32 on the transmission housing. Lugs 20 on transmission by bolts 40
Threaded engagement with c. Bosses 20a, 20b and lugs 20c are already mounted on a typical automatic transmission housing and need not be provided to practice the present invention.

The motor assembly 34 includes a DC motor 42, a speed reduction unit 44, and a lever assembly 46.

Motor 42 is direct current and may have an output torque rating of, for example, 200 inch-pounds.

The reduction unit 44 is appropriately fixed to the motor 42,
A housing 48, a cover plate 50 having a central hub member 50a, a worm gear 5 coaxial with the output drive of the motor 42.
2, worm wheel 5 driven by worm gear 52
4 and includes a worm wheel 54 driven by the worm wheel 54 and supported in the end wall 48a of the housing 48 in the cover plate 50.

The lever assembly 46 uses the nut 60 to reduce the output shaft of the reduction unit.
It includes a first lever 58 fixed to the free end of 56, and a second lever 60 fixed to the free end of the lever 58 by pivot means 62. Lever 60 is a compound member and includes portions 60a and 60b. The portion 60b telescopically receives the portion 60a and the pin 60c carried by the portion 60a is guided into a slot 60d in the portion 60b to move axially with respect to each other to change the effective length of the lever 60. The two parts are pins
The nut 63 carried by 60c can be locked to any selected adjustment position. The free end of the lever 60 is a plastic snap fitting 60 that snaps into engagement with the ball fitting 22a at the free end of the mode selection lever 22.
have e.

A modified version of the compound lever 60 is shown in FIG. In the configuration shown in FIG. 13, the lever portion 60b of the compound lever 60 itself is a compound member including the first member 60f and the second member 60g. The member 60f is connected to the lever portion 60a by the slot 60d and the pin 60c,
Define h. A snap fitting 60e is placed on the free end of the member 60g, and the other end is slidably received in the cavity 60h, and a pair of balanced coil springs 64 and 65 are disposed in the cavity 60h and the inside of the cavity 60h It is engaged with both sides of the piston member 60i mounted on the member 60g.

The motor assembly 34 is mounted on the outer surface of the flat main body 32a of the bracket 32. In particular, the motor 42 is mounted on the outer surface of the bracket piston 32a by a bracket 66, and a plurality of reduction units 44 are arranged in a circumferential direction through an opening 32e of the bracket 32 and an appropriate opening of the reduction unit cover plate 50. Bracket part by bolt 68
Engage with a threaded boss 48b mounted on the outer surface of 32a and disposed circumferentially around housing 48. In the assembled relationship, the hub portion 50a of the cover plate 50 reaches the position lever 58 on the inside surface of the bracket through the opening 32f of the bracket 32.

Solenoid 36 may comprise a suction-type unit capable of generating a suction force of, for example, three pounds and having a stroke of between 3/8 and 1/2 inch. Solenoid 36 is bracket 32 by clamp 69
Is fixed to the inner surface of the flat main body 32a. A cable 70 is fixed to the plunger 71 of the solenoid, and a plastic snap fitting 72 is fixed to the free end of the cable 70.

Power module 28 also includes an encoder assembly 73 that senses the shift position of the transmission and generates a coded signal indicative of the sensed shift position.

The encoder assembly 73 includes an encoder wheel 74 and a pickup device 76. The encoder wheel 74 can be formed, for example, of a suitable plastic material with a conductive coating and is located on the side of the worm wheel 54 in a closed sealed interior chamber 78 defined by the housing 48 and the cover plate 50. You. The encoder wheel 74 has a central opening 74a passing through the reduction unit output shaft 56.
And four arched tracks 80 centered on the centerline of the encoder wheel on the exposed outer surface of the wheel.
a, 80b, 80c, and 80d.

Pickup device 76 is an index truck 80a, 80b, 80c, 80d
And a body member 82 on which a plurality of flexible and resilient contact fingers 84 each interacting. In addition to the four fingers 84, each of which engages the four index tracks, there is a fifth finger that provides grounding for the system.

The conductor 86 from the motor 42 and the conductor 88 from the pickup 76 are connected as a pin plug 90, and the conductor 92 from the solenoid 36 terminates in a pin plug 94.

The control module 30 is a central console positioned between the instrument panel 10 or two front seats by inserting the module from the back of the housing and tightening in the opening 10a using several fasteners as shown at 96. Is easily installed in the opening 10a. Module 30 is a driver access or pushbutton submodule
It includes a housing structure 98, generally in a box-like configuration, that houses 30a and logic sub-module 30b.

The pushbutton sub-module 30a includes a plurality of pushbuttons 100 vertically spaced within the front surface 98a of the module housing corresponding to the available transmission shift modes. In particular, buttons 100 include buttons corresponding to park, reverse, neutral, overdrive, drive, second and first shift positions of the transmission. Buttons 100 are connected to printed circuit board 102 in a known manner and generate appropriate electrical signals in response to each depression of button 100.

Logic sub-module 30b includes an electronic printed circuit board 104 electrically connected to printed circuit 102 and suitably mounting a first plurality of connector terminals 106 and a second plurality of connector terminals 108. . Connector terminal 106 is a cable
It is connected to the pin-type plug 110 at the end of 112. Cable 112
Includes plugs 114 and 116 at its distal end for receiving plugs 90 and 94 such that plug 110 contains information from leads 86, 88 and 92. Connector terminal 108 is connected to pin type plug 118. The plug 118 is a conductor 120, 121, 122,
Contains information from 123,124,125,126,128 and 129.
The conductor 120 has a switch 130 for detecting the open / close position of the driver's door of the vehicle, and the conductor 121 has a switch 132 for detecting whether or not the driver is in the driver's seat of the vehicle. The conductor 122 senses the open / close state of the ignition switch 134 of the vehicle, the conductors 123 and 124 are connected to the negative and positive terminals of a vehicle battery 135 having an appropriate fuse 136 on the conductor 123, and the conductor 125 is connected to the vehicle. The speed sensor 137 provides information about the instantaneous running speed of the vehicle, and its lead 126 is opened in response to the operation of the throttle lever 139 by a cable 140 connected to the vehicle accelerator assembly 14 in a known manner. It is connected to a switch 138 that closes to the throttle position. A conductor 128 is connected to a brake switch 133 that senses whether the brake is activated.
Lead 129 is connected to a seat belt switch 135 that senses whether the driver's seat belt is fastened.

The electric shift assembly is delivered to the vehicle manufacturer in the form of a power module 28 and a control module 30. During vehicle assembly, the power module 28 is mounted on the transmission housing near the control levers 24 and 26, and the control module 30 is mounted in the instrument panel 10 and then plugged.
90 and 94 are plugged into plugs 114 and 116 and plug 11
0 and 118 are plugged into the control module 30 to complete the assembly of the electric shift device of the present invention.

Mounting of the power module 28 on the transmission housing simply involves screwing the bolt 38 through the bosses 32b and 32c into the transmission housing bosses 20a and 20b, and screwing the bolt 40 through the lug 32d into the transmission housing plug 20c. And snap fittings 60e and 72 to mode selection lever 2 respectively.
This is performed by stopping the ball fitting 22a on the free end of the second and the ball fitting 24a on the free end of the kick down lever 24. Since the lever assembly 46 is connected to the mode selection lever, the lever portions 60a and 6
0b is telescopically and selectably movable relative to each other to provide a precise effective length of length 60 to allow for a secure snap engagement between the snap fitting 60e and the ball 22a regardless of manufacturing tolerances, after which the nut 64 is removed. Tighten to lock lever 60 in a precisely adjusted position.

The installation of the control module 30 in the instrument panel 10 is performed simply by moving the control module from the rear surface of the panel into the opening 10a and fastening the module to a correct position using a fastener 96 or the like. Plugs 90 and 94 are inserted into plugs 114 and 116 and plugs 110 and 118 are connected to connector terminals 106 and 108.
When plugged into the system, the system is activated and ready for use.

When the space immediately after the fascia of the instrument panel is limited, the push button sub-module 30a is mounted in the instrument panel or the opening 10a of the central console, and the logical sub-module 30b is a general instrument panel. The sub-modules 30a and 30b can be designed and delivered as separate units, mounted anywhere in the environment and connected to the pushbutton sub-module 30a by suitable wiring in a known manner. For example, as shown in FIG. 14, the push button sub-module 30a is mounted in the instrument panel opening 10a and the logical sub-unit
30b may be mounted in the general area of the instrument panel 10 in the lower rear portion of the fascia to interconnect the sub-modules by wires generally indicated at 145.

FIG. 15 shows a schematic block diagram of the electric control system of the present invention. This block diagram shows the current gear encoder 210, analog / digital speed converter 212, desired gear encoder 214, ramp decoder / driver 216, indicator lamp 218, logic control unit 220 and motor driver circuit.
Contains 222.

The current gear encoder 210 is the encoder assembly 7 described above.
The output of 3 is connected to line 88. Currently, the gear encoder 210 includes one or more integrated circuits that encode the output signals from the encoder assembly 73 into four signals PG1-PG4. This encoding is performed, for example, according to the encoding table in Table 1.

Table 1 PG1 PG2 PG3 PG4 Park 0 0 0 1-0 Reverse 1 0 0 1-0 Neutral 1 1 1 1-0 Overdrive 0 1 0 1-0 Drive 0 1 1 1-0 Low 1 1 1 1 1 0 Row 2 1 0 1 1-0 Each unique combination of signals PG1, PG2 and PG3 indicates the angular range for the corresponding gear. FIG. 20 shows a rooster tail control member 224 of known shape connected to the cylindrical shaft 27 and located within the transmission housing. As shown in FIG. 20, the signal PG4 is the exact center of any particular gear range represented by positioning a normal spring-biased follower 226 at the precise dead center of the rooster tail recess corresponding to the particular gear selected. Used to indicate When the exact center of the selected gear angular range is reached, the signal PG4 is changed from "1" to "0" by the encoder assembly 73. When this transition of PG4 is detected, signals PG1, PG2 and PG3 are latched to logic. This coding ensures that the mode selection lever 22 is precisely positioned when the DC motor 42 stops. As a result, the transmission is reliably positioned within the desired gear at the concave bottom of the rooster tail corresponding to the desired gear.

For example, as shown in FIG. 20, when R is selected by the vehicle driver, the follower is
226 is the angular position 22 corresponding to the bottom dead center of the rooster tail recess corresponding to the reverse gear mode of the transmission
Stopped at 8 is guaranteed.

Analog to digital speed converter 212 receives an analog signal representing speed over line 125. The analog / digital speed converter 212 generates an output signal on one or more of the output lines MPH3, MPH7, MPH20 and MPH30 according to the magnitude of the analog speed signal.

FIG. 16 schematically illustrates the preferred structure of the analog / digital speed converter 212. According to an embodiment, the speed signal comes from an existing sensor on the vehicle that generates an oscillating signal having a frequency proportional to the vehicle speed. The speed signal is applied to a frequency / voltage converter 230 and then a set of comparators 25
2,254,256 and 258 are added to each positive input. Resistor
A voltage divider circuit 240 consisting of 241,243,245,247 and 249 is connected between the positive supply voltage and ground. The node between resistors 241 and 243 is connected to the negative input of comparator 252,
The node between resistors 243 and 245 is connected to the negative input of comparator 254, the node between resistors 245 and 247 is connected to the negative input of comparator 254, and the node between resistors 247 and 249 is the comparator. Connected to 258 negative inputs. Each of these comparator circuits 252 to 258 receives a reference voltage to be compared with the output from frequency / voltage converter 230. If the output from frequency / voltage converter 230 is greater than the reference voltage applied to comparator 252, the vehicle speed
Indicates greater than 8.3km / h (30 miles / h). Therefore, the output of the comparator 252 becomes the MPH30 signal. Similarly, if the output voltage of frequency / voltage converter 230 indicates a vehicle speed greater than 32.2 km / hr (20 miles / hr), comparator 254 will generate a signal at output MPH20. Input is 11.3
If the vehicle speed is greater than km / hour (7 miles / hour), comparator 256 generates output MPH7. Finally, if the speed input signal indicates a vehicle speed greater than 4.83 km / hr (3 miles / hr), comparator 258 generates output MPH3. Each of these four digital speed signals is provided to logic control unit 220 and used in the manner described below.

The desired gear encoder 214 is connected to a plurality of push buttons 100 used to select a desired gear. Desired gear encoder 214 includes one or more integrated circuits that encode final activation switch 100 into 3-bit signals over lines SG1-SG3. This encoding is performed, for example, according to the encoding table in Table 2.

Table 2 SG1 SG2 SG3 Park 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 0 1 Overdrive 1 0 0 Drive 0 1 1 Row 1 0 1 0 Row 2 0 0 1 Bus of these three lines SG1 to SG2 is a desired gear encoder 214
To the logic control unit 220. This bus indicates to the logic control unit 220 the desired transmission state selected by the driver.

Ramp decoder / driver 216 receives the encoded current gear signal via a bus including lines PG1-PG4. The lamp decoder / driver 216 generates a signal to illuminate the signal light of the indicator lamp 218. In accordance with an embodiment of the present invention, each indicator lamp 218 has a pushbutton switch 1
00 is attached. In particular, it is desirable that the push button 100 includes an illuminated push button switch containing an indicator lamp. Preferably, the individual indicator lamps are connected to an illumination source so that the intensity of these lamps can be adjusted according to the intensity adjustment of the internal meter.

FIG. 17 shows a circuit 260 for a representative indicator lamp 267. In the figure, the indicator lamp 267 is a light emitting diode. Ramp decoder / driver 216 with resistor 261 supplying bias current to the base of transistor 263
It is connected to the. When the transistor 263 is turned on, the lamp 267 illuminates at the first luminance. Transistor 2
When 63 is turned off, resistor 265 sends current to lamp 267, which illuminates at a second lower intensity. The supply voltage of the lamp 267 is sent from the power supply 270. Room light power is applied to a voltage divider including a potentiometer 275 and resistors 276,277. The voltage appearing at the node between resistors 276 and 277 depends on the setting of potentiometer 275. This voltage supplies a base current to transistor 272 connected to the emitter follower circuit. Emitter current from transistor 272 flows through selection ramp and resistor 271. The diode 273 performs reverse voltage protection of the transistor 272. Zener diode 274 provides overvoltage protection for transistor 272. According to the embodiment, the illumination of the indicator lamp 218 is adjusted by adjusting the instrument intensity via the potentiometer 275.

A switch is further connected to the logic control unit 220. This includes a door switch 130 indicating the open / close state of the driver's seat, a seat switch 132 indicating whether the driver's seat is occupied, an ignition switch 134 indicating the state of the ignition switch, and an accelerator switch indicating a full depression of the accelerator pedal 138. 138 and an overwrite switch 143 are included. Brake switch 133 indicates depression of the brake pedal, and seat belt switch 135 indicates closure of the driver's seat belt. Logic control unit 220 receives the input signal and generates three output signals. This includes a clockwise motor drive signal and a counterclockwise motor drive signal connected to the motor driver circuit 20. Further, the downshift signal 92 is connected to the solenoid 36 and the kick down lever 24
Downshift the transmission via.

In use, the various input signals shown in FIGS. 9 and 15 are provided to the logic control unit 220. The logic control unit 220 is configured to receive these input signals and generate necessary drive signals to the motor 42 and the solenoid 36 to select a desired gear. Logic control unit 220 can be comprised of a programmed microprocessor circuit. Logic control unit 220 may preferably be implemented in hardware logic in a programmable logic array or gate array. Hardware logic may be preferred for programmed microprocessors because there is no software to maintain, logic circuits are easy to develop and costs are low. The following description of the operation of logic control unit 220 is in terms of Boolean expressions that can be implemented in logic circuits in a programmable logic array or gate array. Those skilled in the art will recognize that the same Boolean operations can be performed on a programmable microprocessor.

Next, the operation of the logical control unit 220 will be described. First, various input signals are formed into a set of logic signals. The signals SG1 to SG3 are the push button 10 whose state is pressed.
A set of signals selected by 0, PARK, RVRS, NTRL, OVDR, D
Decoded to RVE, LOW1, LOW2 ,. One of these signals corresponding to the desired gear selected by the pressed push button is logic "1", and the other of these signals is logic "0". Similarly, a set of logic signals PG is generated by encoder signals PG1 to PG4.
P, PG4, PGN, PGO, PGD, PGL1 and PGL2 can be generated, one of which is active and indicates the current gear and the other is inactive. This coding and decoding technique is used to reduce the number of lines required between the various circuits and to reduce the number of input lines connected to the logic control unit 220. The logic control unit 220 receives the speed signals MPH3, MPH7, MPH20 and MPH30 from the analog / digital speed converter 212.
To receive. The logical control unit 220 includes a DOOR indicating the open / close state of the driver's door via the door switch 130, a SEAT indicating whether the driver's seat is occupied via the seat switch 132, an IGN indicating the state of the ignition switch, and an accelerator switch. ACC to indicate if 138 is closed, switch 14
Signals are formed from additional inputs including OVRD indicating override via 3, BRAKE indicating depression of the brake pedal via switch 133, and SBELT indicating driver seat belt closure via switch 135.

Logic control unit 220 compares the input indicating the desired gear with the input indicating the current gear. If they are different, logic control unit 220 generates an output signal to motor 42 to rotate the motor until the current gear matches the desired gear. This process involves indicating which shifts are upshifts (counterclockwise motor rotation) and which are downshifts (clockwise motor rotation) according to the following Boolean equation:

UP1 = PGL1 UP2 = PGL2 and Not (LOW1) UP3 = PGD and (not (LOW2) and Not (LOW1)) UP4 = PGO and (NTRL or RVRS or PARK) UP5 = PGN and (RVRS or PARK) UP6 = PGR and PARK UPSHFT = UP1 or UP2 or UP3 or UP4 or UP5 or UP6 DNSHFT = Not (UPSHFT) Therefore, the current gear is low 1 (UP1), or the current gear is low 2 and low 1 is not required (UP
2) Or the current gear is drive and neither low 1 nor low 2 is required (UP3), or the current gear is overdrive and neutral, reverse or park is selected (UP4), or the current gear is neutral and reverse or park Is selected (UP5), or an upshift is required if the current gear is reverse and a park is selected. Is not satisfied, that is, downshifting is required in the opposite case of UPSHFT.

Signals UNABLE and OK2SHFT are active and each UPSHFT
Alternatively, if the DNSHFT is active and the following, two motor control signals CCW and CW are generated.

CCW = ENABLE and OK2SHFT and UPSHFT The CW = ENABLE and OK2SHFT and DNSHFT ENABLE signals generally require that the desired gear be different from the current gear and that certain safety conditions be met. As shown below, if the desired gear is the same as the current gear, ENAB
LE is inactive.

WNABLE = GOLOW1 or GOLOW2 or GODRVE or GOOVDR or
GONTROL or GORVRS or GOPARK These intermediate signals are formed as follows.

GOLOW1 = LOW1 and Not (PGL1) and Not (MPH30) GOLOW2 = LOW2 and Not (PGL2) and Not (MPH20) GODRVE = DRVE and Not (PGD) GOOVDR = OVDR and Not (PGO) GONTRL = NTRL and Not (PGN) GORVRS = RVRS and Not (PGR) and Not (MPH7) GOPARK = (PARK and Not (PGP) and Not (MPH3)) or
(((Not (IGN) or (Not (DOOR) and Not (SEAT))))
and Not (PGP) and Not (MPH3) and Not (OVRD))) Therefore, the logical control unit 220 operates at a speed of 48.3 km / h (30
Mile / hour) will not be permitted to shift to row 1; similarly, if it is over 32.2km / hour (20 miles / hour), shift to row 2 will not be permitted and 11.3km / hour ( Shifts to reverse will not be permitted if the speed exceeds 7 miles / hour, and shifts to the park will not be permitted if the speed exceeds 4.83 km / hour (3 miles / hour). The ignition is switched off (Not (IGN)) or the door opens (Not (DOO
R)) Whether the seat is empty (Not (SEAT)), the current gear is not parked (Not (PGP)), and the speed is 4.83 km / h (3
If not, the second GOPARK term automatically shifts to the park and no neutral override is selected (Not (OVRD)).

Signal OK2SHFT is a safety lockout signal. It is formed as follows.

OK2SHFT = ((IGN and SEAT) or OVRD) and Not (PGR
and MPH7) Therefore, if the ignition switch is enabled and the driver's seat is occupied, or if the gear is selected and the override switch 143 is activated, it is permitted by OK2SHFT. If the transmission is currently in reverse gear and the vehicle speed is above 11.3 km / hr (7 miles / hr), no shift is allowed anyway. If desired, OK2SHFT can request a driver seatbelt connection and make any shifts via the SBELT signal. It is also desirable to add a Not (PGP and Not (BRAKE)) term to the OK2SHFT equation to request brake depression and leave the PARK gear.

The clockwise and counterclockwise motor drive signals CW and CCW are generated by the logic control unit 220 according to the Boolean equation. These signals are then adjusted by the one-shot circuit and applied to the motor driver circuit 222. These one-shot circuits are shown in FIG. The counterclockwise motor drive signal CCW is applied to the trigger input of the one-shot circuit 280 and one input of the gate 282. When this counterclockwise motor drive signal CCW occurs, one-shot 280
State is toggled to enable gate 282. At the same time, the output of NAND gate 282 is applied to the reset input of one shot 290, ensuring that NAND gate 292 is shut off and clockwise motor drive signal CW is suppressed.
This signal is inverted via gate 284 and applied to motor driver circuit 222 in the manner shown in FIG. After a lapse of a predetermined period, the one-shot 280 changes state. This disables the NAND gate 282 and stops the generation of the counterclockwise motor drive signal CCW. This also removes the input for resetting the one-shot 290 so that the clockwise motor drive signal CW can be generated later. The time length of the one-shot circuit 280 is set longer than the maximum time of the normal shift. Therefore, beyond this time some error condition will occur and it is best to remove the motor drive from the motor 42. Similar one-shot circuit 290 is NAN
Clockwise motor drive signal C using D gates 292 and 294
Acts on W. Output of NAND gate 292 is also one-shot 280
The clock input signal is applied to the reset input of the
Ensure that NAND gate 282 is shut off when CW occurs. Thereby, simultaneous occurrence of the clockwise motor drive signal CW and the counterclockwise motor drive signal CCW is prevented.

The transmission can be manually shifted by a pair of switches. An automatic / manual switch 144 switches between the signals generated by the logic control unit 220 and the jog switch 147. Automatic / manual switch for regular use
144 is in the automatic position shown in FIG.
The clockwise motor control signal CW and the counterclockwise motor control signal CCW generated by the above are connected to the motor driver circuit 222. In this position, the logic control unit 220 operates according to the principles of the present invention described herein.
Control 222. When the automatic / manual switch 144 is in the manual position, the signal from the jog switch 147 is connected to the motor driver circuit 222.

The jog switch 147 is preferably a double pole double throw instantaneous switch having a central off position. Jog switch 14
The instantaneous activation in one direction generates a counterclockwise motor drive signal CW in the same manner as when the logical control unit 220 is generated. Similarly, counterclockwise motor drive signal CCW is generated by instantaneous activation of jog switch 147 in the opposite direction. These signals are applied to the motor driver circuit 122 in the same manner as the signals received from the logic control unit 220.
Thus, jog switch 147 allows the vehicle user to change the state of the automatic transmission in the event of any failure of the electrical control system.

The motor driver circuit 22 is shown in detail in FIG. A counterclockwise motor drive signal CCW is applied to inverter 301. The output of inverter 301 is applied to switch 302 and inverter 303. The output of buffer 303 is applied to switch 304. Similarly, the clockwise motor control signal CW
Added to 305 inputs. The output of inverter 305 is applied to switch device 306. The output of inverter 305 is also applied to the input of inverter 307, which provides an input to switch device 308.

The motor 42 is connected to an H-bridge circuit between the switch devices 302, 304, 306 and 308. Clockwise motor drive signal
Both CW and counterclockwise motor drive signal CCW are normally inactive at low voltages. Therefore, inverter 301
Is high, switch device 302 is conducting and switch device 304 is non-conducting. Similarly, switch device 3
06 is always on, and the switch device 308 is always off. Therefore, both terminals of the motor 42 are grounded.

Upon receiving the active counterclockwise motor drive signal CCW, inverter 301 switches states. Therefore, the switch device 304 is turned on and the switch device 302 is turned off. Since the switch device 306 is kept on, current flows through the motor 42 in the first direction via the switch devices 304 and 306. When the desired shift position is reached, the counterclockwise motor drive signal CCW returns to the inactive low state.
Therefore, the switch device 302 is turned on and the switch device 304 is turned on.
Is turned off. Since both terminals of the motor 42 are grounded, dynamic braking is achieved (please note that the switch device 306 remains conductive during this sequence.) When the clockwise motor drive signal CW is active, the switch The device 306 is turned off and the switch device 308 is turned on. Thereby, the switch device 308 and the switch device 3
A current flows to the motor 42 in a direction opposite to 02. Similarly, when the clockwise motor drive signal CW is stopped, the motor 42 is dynamically braked by both grounded terminals.

Accordingly, the motor 42 rotates clockwise or counterclockwise according to a signal provided from the logic control unit 220. The motor control circuit 222 shown in FIG. 19 also includes a feature that dynamically brakes the motor 42 when neither the counterclockwise motor control signal CCW nor the clockwise motor control signal CW is generated.

As soon as the instantaneous encoder signal transmitted from the pick-up device 76 matches the signal generated from the particular pressed pushbutton, the logical control unit 220 of the control module 10
Functions to deactivate and brake the motor so that the mode selection lever 22, and thus the transmission, precisely stops at the selected shift position. When using the lever 60 training of FIG. 13, the springs 64, 65 cooperate with the piston 60i so that the internal detent controlled by the lever 22 does not catch on the well-known rooster tail ridges in the transmission and the notch on the rooster tail In other words, it guarantees that it will move to a precise shift position that fits tightly in the recess.

For example, in a passing situation, if the driver wants to downshift the transmission, he depresses the accelerator pedal 14 completely and closes the switch 138. The signal from the closed switch 138 is transmitted via lead 126 to the logic control unit 220, where it is amplified by the buffer device 142 mounted on the printed circuit 104 and transmitted via lead 92 to the solenoid 36, where the solenoid is When energized and the plunger retracted, the downshift lever 24 is pivoted counterclockwise as viewed in FIG. 9 to effect the desired downshift of the transmission.

As mentioned above, preferably the system of the present invention is a push button
It also includes 100 illuminating means, the illuminance of which is controlled by a normal dash dimmer, and the button corresponding to the current gear is illuminated brighter than the remaining buttons so that the instantaneous position of the transmission can be easily displayed. Push button sub module 30a
An override push button 143 is also provided as a part of.
Empty the seat with the override push button 143 and PAR the vehicle
Any gear other than K, such as during tune-up or car washing, can be selected if desired.

Another type of encoder assembly is shown in FIGS. In this configuration, the encoder assembly is not provided in the sealing cavity 78 of the reduction unit 44, but is provided as an independent unit 146, which is mounted on the mode selection lever 11 and moves therewith to constantly sense the lever position. The shift position of the transmission is sensed.

The encoder assembly 146 includes a housing 148, an encoder member 150, and a pickup device 152.

The housing 148 can be formed of any suitable rigid material and includes an outer wall 148a, an inner wall 148b, a flange 148c, an outer wall.
It includes an opening 148d in 148a, an opening 148e in inner wall 148b, and an arched slot 148f in inner wall 148b. In this embodiment, the central shaft 26 on which the kick down lever 24 is mounted extends to provide a shank 26a, a shoulder 26b and a threaded end 26c.

The encoder member 150 has an arch shape, and the tracks 154a,
Encoder wheel 74 provided on 154b, 154c and 154d
It includes a coding index 154 that generally corresponds to the upper tracks 80a, 80b, 80c, 80d. A pin 156 protrudes from the surface of the encoder member 150 opposite to the surface on which the index 154 is provided.

The pickup device 152 has a main body 158 and an encoder member.
Includes resilient fingers 160 that cooperate with the coded index on 150.

The encoder member 150 is disposed within the interior cavity 162 of the housing 148, the pin 156 sealingly passes through the arched slot 148f, the pickup device 152 is disposed on the inner surface of the housing outer wall 148a, and the fingers 160 are coded on the encoder member 150. There is a cooperative relationship with the indicator.

The encoder assembly 146 is fitted on the shaft 26 and the housing opening 148e is disposed on the shank 26a, and the encoder member 1
Fifty openings 150a are located on the shank 26a, the outer wall 148a is located on the shoulder 26b, and the nut 4 is threadedly engaged with the end 26c and mounted on the annular shoulder between the shafts 26b, 26c for the shaft 26. The axial azimuth displacement of the encoder assembly 146 is prevented, and the rotation of the shaft with respect to the encoder assembly 146 is enabled. Rotation of the encoder assembly is prevented by engagement of the flange portion 148c with a suitable portion on the transmission housing, and the kick down lever 24 is located between the spaced flange portions 148c and pivots in the space therebetween. can do. The pin 156 is tightly engaged with both side edges of the mode selection lever 22, and the encoder member 150 moves reliably and precisely according to the operation of the mode selection lever, and the pickup device 152 picks up from the coded index on the encoder member 150, The transmitted encoder signal is always representative of the precise shift position of the transmission.

It will be appreciated that the electrical control system for an automatic transmission of the present invention has many advantages. In particular, two modular assemblies minimize the elements and inventory requirements, simplify assembly of modules, and minimize assembly plant effort, and pre-test both power and control modules before delivery to the vehicle manufacturer Improved reliability and warranty costs, noise and vibration from transmissions to the passenger cabin are substantially minimized, and the cumbersome and annoying gear selection lever is attractively mounted flat in the instrument panel of the vehicle Some important safe and easy features are provided, such as being replaced by a push button and automatically shifting to the park when the ignition is turned off, and an inappropriate shift in terms of sensed vehicle speed and direction is automatically Banned,
If the driver opens the door and sits down without stopping the engine when the transmission is in a position other than the park, the transmission is automatically parked. Accordingly, the electric shift device of the present invention offers many comfort, convenience and safety advantages when compared to existing transmission control systems, and can be provided at a cost that is competitive with existing systems, and has outstanding maintenance and warranty. Cost is lower than existing systems.

While embodiments of the present invention have been illustrated and described in detail, it will be apparent that various modifications can be made to the disclosed embodiments without departing from the scope and spirit of the invention.
In particular, the current gear encoder 210, the desired gear encoder 214
And the ramp decoder / driver 216 is the logic control unit 2
Please note that it can be implemented on the same integrated circuit as 20.

Continuation of front page (56) References JP-A-60-8555 (JP, A) JP-A-49-32047 (JP, A) JP-A-61-189353 (JP, A) JP-A-62-292539 (JP, A) , A) Fully open sho 60-168629 (JP, U) Fully open sho 61-82160 (JP, U) Fully open sho 61-14256 (JP, U) European publication 187117 (EP, A1) (58) (Int.Cl. ⁶ , DB name) F16H 61/00

Claims (8)

(57) [Claims] 1. Control of a vehicle having an automatic transmission of a type having a plurality of transmission states and including a mode selector for selectively shifting the transmission between a plurality of shift positions including park, neutral, reverse and drive. An electric control device for a power module (28) mounted near a mode selector (22) of the transmission, said power module (28) driving the mode selector (22). An electric motor assembly (34) including an electric motor (42) for upshifting and downshifting connected thereto, and an encoder signal (PG) which senses the current shift position of the transmission and indicates the sensed current shift position.
The power module (28) including the encoder means (73) for generating 1 to PG4), and detecting the load speed of the vehicle and generating a plurality of different vehicle threshold load speed signals corresponding to the respective transmission shift positions. And a control module (30) mounted in the cabin of the car
Wherein the control module (30) is selected in response to the driver's operation of the plurality of mode selection members (100) and the driver's operation of each mode selection member, the plurality of mode selection members corresponding to the transmission shift positions, respectively. The desired transmission status signal (SG1
~ SG3), including the control module (30) including a generating means (214), and a logic control unit (220) for receiving encoder signals (PG1 to PG4) and desired transmission status signals (SG1 to SG3). When the logic control unit (220) receives one desired transmission state signal different from the received encoder signal, the desired transmission state is upshifted or downshifted with respect to the current transmission state. Determining whether there is, and activating the electric motor (42) to upshift or downshift in a direction to operate the mode selection device (22) to a position corresponding to the desired transmission state signal; If the vehicle threshold load speed signal corresponding to the position is exceeded, transit to the desired shift position. An electric control device, comprising: the logical control unit (220) for inhibiting activation of an electric motor for moving a transmission. 2. The electric control device according to claim 1, further comprising a plurality of vehicle state sensing means (130, 132, 133, 134, 135, 136, 137, 138) each of which generates a plurality of vehicle state signals corresponding to one operating state of the vehicle. Shift inhibiting means of the logic control unit (220) upshifts or downshifts the electric motor assembly when the transmission status signal and the vehicle status signal correspond to one of a set of unsafe conditions. An electrical control device comprising means for inhibiting control for any of the following. 3. The electric control device according to claim 1, wherein said electric control device includes brake sensing means (133) for generating a brake depression signal when a vehicle brake is depressed, and said logical control. Unit (220)
An electronic control unit that prohibits shifting out of the park if no brake down signal is received. 4. The electric control device according to claim 1, wherein said electric control device includes ignition sensing means (134) for determining when vehicle ignition has been switched on, and said logic control unit (220). An electronic control unit which shifts said mode selector (22) to a park transmission state if the ignition sensing means determines that vehicle ignition is not switched on. 5. The electric control device according to claim 1, wherein said speed sensing means (137,212) detects that the speed of the vehicle is the first speed.
When the vehicle speed exceeds a second predetermined speed that is greater than the first predetermined speed, a second vehicle speed signal is output. When the vehicle speed exceeds a second predetermined speed, the second vehicle speed signal is output.
A third speed signal is generated when the speed exceeds a third predetermined speed which is higher than the third predetermined speed, and a fourth speed signal is generated when the speed of the vehicle exceeds a fourth predetermined speed which is higher than the third predetermined speed. Electrical control device. 6. The electric control device according to claim 1, further comprising a display means (110) connected to said encoder means (73) for generating a driver-perceptible display of a transmission state. Electric control device. 7. The electric control device according to claim 6, wherein the display means is illumination means combined with a mode selection member in the control module. 8. The electric control device according to claim 1, wherein said electric motor assembly further includes a speed reduction unit having an output shaft, and said encoder means comprises: An encoder wheel (74) mounted on the output shaft (56) of the speed reduction unit (44), and a code index (80) on the encoder wheel (74) when the encoder wheel rotates in response to starting of the motor. An electric control device including a selectively interlocking pickup device (76).