JPH04505044A - Electronic control system for automatic transmission equipment - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

[Detailed description of the invention] This application is a continuation-in-part of U.S. Patent Application No. 62,755, filed June 16, 1987. It is.

Background of the invention The present invention is particularly suitable for use in automobiles with automatic transmissions. Regarding an electric shift device suitable for.

The varying torque and speed that a vehicle encounters during its typical duty cycle From the beginning, some type of gear change mechanism was required to meet the requirements. long During this period, these gear change mechanisms are operated by the driver using input from the shift lever, etc. It was a manual type in that it could set each gear change ratio as desired. In recent years, it has been detected Most of the time, without input from the driver, in response to the speed and throttle opening parameters The so-called "automatic transmission" that shifts It was way.

Typically, an automatic transmission has a transmission housing. There are multiple shift modes located on the Includes a mode selection lever movable between selected pivot positions.

The mode selection lever changes from the mode selection lever to the appropriate gear selection lever in the passenger compartment of the vehicle. Its several shift positions are controlled by a cable or linkage mechanism that extends up to Pivoted by Okima. Mechanical interconnection between driver control lever and mode selection lever Instead, an electric signal is generated by appropriate action on the driver's side to select the mode. electrically transmitting to some type of power means configured to move a fixed lever. Numerous proposals have been made in the past. Shifting is slow, inaccurate and/or Automobiles with automatic transmissions may not be eligible for automatic transportation due to the additional warranty and maintenance costs None of these attempts to provide an electric shift mechanism for It never achieved any commercial success.

Summary of the invention The present invention provides reliable and precise shifting and is easily installed in the vehicle during initial vehicle manufacture. A self-contained, self-contained system that can be modified to We aim to provide electric control devices for automatic transmissions in vehicles. It is something.

The electric control device of the present invention includes a motor drive mode selection lever and a transmission lever. placed on the outside of the housing and pivoted about a common axis at one end Types of automatics that include a kick-down lever driven by a solenoid It is used in automobiles with transmissions.

In accordance with a feature of the invention, an electric control for controlling an automatic transmission is provided. The control device adjusts the desired transmission state and the current state of the transmission. The corresponding input signal is received and the desired transmission state is If the desired transmission state is the same as the current If the speed is clockwise in the transmission state, a clockwise motor drive signal is generated to achieve the desired torque. If the transmission status is counterclockwise of the current status, the counterclockwise motor drive signal is It also includes a logic control unit that generates the signal and a motor that drives the mode selection lever. connected to the motor to rotate the motor clockwise in response to a clockwise motor control signal. and rotate this motor counterclockwise in response to a counterclockwise remote control signal. It includes a motor drive circuit.

According to another feature of the invention, the electricity billing device is responsive to the operating status of the motor vehicle. Upon receiving the vehicle status signal, the logic control unit determines the desired transmission status and vehicle status. A clockwise motor control signal is also provided when the vehicle condition corresponds to one of a set of selected hazardous situations. Alternatively, the generation of any of the counterclockwise motor control signals is inhibited. These dangers In some situations, the vehicle speed is greater than the predetermined vehicle speed corresponding to the desired transmission state. Can include vehicle speed. The vehicle status signals each correspond to a predetermined vehicle speed. Multiple speed signals may be included that are active when the speed is exceeded.

According to another feature of the invention, the automatic transmission is Logic control unit including transmission states of high, reverse, low 1 and low 2. The first vehicle speed signal is approximately 4.83 kn+/hour (3 miles/hour). Indicates excessive vehicle speed and the desired transmission state is Park; A second vehicle speed signal exceeds a speed of approximately 11.27 km/hour (7 miles/hour). and the desired transmission is reverse, and the third Vehicles whose speed signal exceeds a speed of approximately 32.19 km/h (20 miles/h) a fourth speed signal indicating the speed and the desired transmission state is low 1; indicates a motor vehicle speed exceeding approximately 48.28 km/hour (30 miles/hour). and the clockwise motor control signal when the desired transmission state is low 2. signal or counterclockwise motor control signal. These features The constant speed is selected for the specific vehicle in the example and other suitable speeds may be used for other vehicles. speed can be selected. According to an embodiment, the four vehicle speed signals are each Comparing the analog speed signal with a corresponding threshold, the analog Generated simultaneously from the speed signal.

According to another feature of the invention, the logic control unit transmission state differs from the current transmission state for more than a predetermined time. Controls generation of either the clockwise motor control signal or the counterclockwise motor control signal. Stop. This predetermined period of time reaches the desired transmission state under normal operation. The settings are set to ensure that. Therefore, it is possible to exceed this specified time. Indicates that inappropriate behavior of the species is occurring.

Therefore, under this situation, the logic control unit will stop generating each motor control signal. Ru.

In accordance with another feature of the invention, the automatic motor receives clockwise motor control signals. Electrically braked when no signal or counterclockwise motor control signal occurs.

In accordance with another feature of the invention, each has an automatic transmission. by manually activating one of a set of pushbutton switches corresponding to one state of the The desired transmission status signal is then generated. The electrical control device also It includes multiple indicators, one each placed close to the manual pushbutton switch. One of them is activated according to the transmission status signal. Preferably this These indicators are light emitting diodes connected to a variable illuminance supply voltage and and their brightness varies according to the illuminance of other control instruments.

According to another aspect of the invention, the electrical control device further includes clockwise motor control signals. Contains a manual controller that can generate a clockwise or counterclockwise motor control signal. . Preferably, the manual controller includes a first instantaneous switch that generates a clockwise motor control signal. switch and a second instantaneous switch that generates a counterclockwise motor control signal. .

According to another feature of the invention, the electric control device furthermore controls the complete rotation of the accelerator pedal. Contains an accelerator pedal switch that indicates a press, and the logic control unit is an accelerator pedal switch. Generates a solenoid activation signal that drives the kickdown lever when the switch is activated do.

In accordance with an embodiment of the invention, the motor drive circuit provides dynamic braking. clockwise When the control signal is generated, the motor drive circuit applies the first polarity voltage for clockwise movement. Apply force to the motor. When a counterclockwise control signal occurs, the motor drive circuit will Apply opposite polarity power to the motor for clockwise motion. Either signal occurs If not, the motor drive circuit dynamically brakes the motor. A partial perspective view of an automobile implementing the Ming electric shift device, Fig. 2 is a partial view of Fig. 1 seen from the two directions of arrows, and Fig. 3 is a partial view of the electric shaft equipment of the present invention. A perspective view of the power module adopted in the Figure 4 is a partial cross-sectional view taken along line 4-4 in Figure 3, and Figure 5 is a partial cross-sectional view taken in the direction of arrow 5 in Figure 3. 6 is a sectional view taken along line 6-6 in FIG. 4, and FIG. 7 is a partial view of the present invention. A perspective view of the bracket used in the power module. FIG. 8 is a partial perspective view of the control module adopted 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. 1θ, Fig. 11, and Fig. 12 are FIG. 13 showing another type of encoder mechanism used in the electric shift device of the present invention. The figures show a modified lever assembly for use in the electric shifting device of the present invention; FIG. 14 shows a modified system for mounting the control module of the present invention in a vehicle. 15 is a schematic diagram of the electrical control system of the present invention, and FIG. 16 is a diagram showing the electrical control system of the present invention. Detailed schematic diagram of the speed analog/digital converter shown in FIG. 17 is a schematic diagram of a typical indicator lamp including connection to a variable illumination source; FIG. 18 ensures that no motor control signals are generated for longer than a predetermined time. A schematic diagram of the timing circuit, FIG. 19 is a schematic diagram of the motor drive circuit, Figure 20 shows the correct range for each selected gear that is implemented in the vehicle's transmission. FIG. 3 is a schematic diagram of a rooster tail member illustrating the operation of the encoder mechanism to provide accurate centering; .

Detailed explanation of examples An electric shift device including the electric control system of the present invention is placed in the passenger compartment of an automobile. Instrument panel assembly] Types of automobiles including 0, the steering wheel accompanying the instrument panel gear wheel 12, accelerator pedal assembly 14, torque converter 18 and trunk along with the automatic transmission assembly 16 including the transmission 20. It is schematically illustrated in FIG. Each transmission 20 has a transmission housing. a mode selection lever mounted on the exterior of the ring and pivoted about a common axis at one end thereof; 22 and a kickdown lever 24. In particular, the kickdown lever 24 The lower end of the mode selection lever 22 is fixedly mounted on the shaft 26, and the upper end of the mode selection lever 22 is mounted on the shaft 26. It is fixedly placed on a cylindrical shaft 27 (see FIG. 2) coaxially mounted on the cylindrical shaft 27 (see FIG. 2). Mode selection The cylindrical shaft 27 is rotated by the selected pivot of the fixed lever 22, and the inner part of the transmission is rotated. Activate the transmission to park, neutral, drive, etc. By pivoting the kickdown lever 24, the shaft 2 6 rotates to the next low speed for the purpose of passing the internal device in the transmission etc. I think you can understand that it is activated to the gear.

The power module 28 bolts to the transmission near levers 22 and 24. The bracket 32, motor assembly 34, and solenoid id 36.

The bracket 32 can be formed as a die cast and has a plain body portion 32a. , lug portions 32b and 32c, and a flange portion 32d. Bracket 32 is easily attached to the transmission 20 by bolt 38 passing through lugs 32b and 32c. threaded boss 20a on the transmission housing. and 20b, and is further threadedly engaged with the flanges on the transmission housing. Lug 2 on the transmission is secured by bolt 40 passing downward through the opening in screw 32. It is threadedly engaged with 0c. Bosses 20a, 20b and lugs 20c are typical Already installed on the tomatic transmission housing, It is not necessary to provide this in particular in order to carry out the present invention.

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

The motor 42 is a DC motor, for example, 230 kg-cm (200 inch bond). It can have an output torque rating.

A reduction unit 44 is suitably secured to the motor 42 and has a housing 48, a center A cover plate 50 having a hub member 50a, coaxial with the output drive of the motor 42 worm gear 52, and a worm wheel 54 driven by the worm gear 52. , and the housing within the cover plate 50 driven by the worm wheel 54. 48 includes a worm wheel 54 pivotally supported within the end wall 48a.

The lever assembly 46 is secured to the free end of the reduction unit output shaft 56 by a nut 60. a first lever 58 which is fixed to the free end of the lever 58 by a pivot means 62; It includes a second lever 60. The lever 60 is a compound member, It includes portions 60a and 6C1b.

Portion 60b telescopically receives portion 60a and includes a pin carried by portion 60a. 60c are guided into slots 60d in portion 60b and moved axially relative to each other. The effective length of the lever 60 is changed. The two parts are the nut 6 carried by the pin 60c. 3, it can be locked to any selected adjustment position. The free end of the lever 60 is Snap engagement with the pole fitting 22a at the free end of the mode selection lever 22 It has a plastic snap fitting 60e.

A modified version of compound lever 60 is shown in FIG. The configuration shown in Figure 13 At this time, the lever part 60b of the compound lever 60 itself is connected to the first member 60f and This is a compound member including a second member 60g. The member 60f is the slot 60d. and is connected to the lever portion 60a by a pin 60c and defines a central cavity 60h. Ru. A snap fitting 60e is placed on the free end of the member 60g and the other end is slidably received within the cavity 60h and includes a pair of balanced coil springs 64. ．． 65 is placed in the cavity 60h and placed on the member 60g in the cavity 60h. The piston member 60i is engaged with both sides of the piston member 60i.

The motor assembly 34 is mounted on the outer surface of the plain body portion 32a of the bracket 32. ing. In particular, the motor 42 is connected to the bracket piston 32a by the bracket 66. The deceleration unit 44 is mounted on the outer surface of the bracket 32 and the opening 32e of the bracket 32. a plurality of circumferentially disposed through suitable openings in the reduction unit cover plate 50; It is mounted on the outer surface of the bracket part 32a with several bolts 68 and is mounted around the housing 48. It engages a threaded boss 48b disposed circumferentially. in an assembled relationship Then, the hub portion 50a of the cover plate 50 passes through the opening 32f of the bracket 32. to the position lever 58 on the inside surface of the bracket.

For example, the solenoid 36 can generate a suction force of 1.36 kg (3 lbs). with a stroke between 0.95 and 1.27 cm (3/8 and 1/2 inch) A suction type unit may be provided. The solenoid 36 is connected by the clamp 69. It is fixed to the inner surface of the main body part 32a of the bracket 32, which is a plain clothes body part 32a. cable 70 is fixed to the plunger 71 of the solenoid, and the plastic snap fitting A fitting 72 is secured to the free end of cable 70.

The power module 28 further senses the shift position of the transmission. an encoder assembly 73 for generating a coded signal representative of the shifted shift position. There is.

Encoder assembly 73 includes an encoder wheel 74 and a pickup device 76. I'm reading. The encoder wheel 74 may be made of a suitable material, for example with a conductive coating. The housing 48 and the cover plate 50 can be made of plastic material. The side of the worm wheel 54 within a closed sealed interior chamber 78 defined by placed on top. The encoder wheel 74 is located centrally through the deceleration unit output shaft 56. 4a on the center line of the encoder wheel on the exposed outer surface of the wheel. Four arched tracks 80a, 80b, 80c centered at .

80d.

The pickup device 76 includes index tracks 80a, 80b.

a plurality of flexible elastic contact fingers 8 interacting with 80c and 80d, respectively; 4. Engage each of the four index tracks In addition to the four fingers 84 that provide It is being

A conductor 86 from the motor 42 and a conductor 88 from the pickup device 76 are connected to a bottle-shaped plastic. A conductor 92 from the solenoid 36 is coupled as a plug 90 within a bottle plug 94. terminate.

The control module 30 is inserted from the back side of the housing and is shown at 96. By fastening within the opening 10a using several fasteners such as Opening the center console located between the two front seats It can be easily installed in the mouth 10a. Module 30 also has driver access Or a general module housing the push button sub-module 30a and the logic sub-module 30b. It includes a box-like configuration l\Using structure 98.

The pushbutton submodule 30a corresponds to available transmission/notion shift modes. correspondingly spaced vertically within the front face 98a of the module housing. It includes a plurality of push buttons 100. In particular, button 100 is a transmission Park, Reverse, Neutral, Overdrive, Drive, Second and Far Contains a button corresponding to the first shift position. The button 100 is printed circuit by a known method. It is connected to plate 102 to generate an appropriate electrical signal in response to each press of button 100.

Logic submodule 30b is suitably electrically connected to printed circuit 102 and properly connect the plurality of connector terminals 106 and the second plurality of connector terminals 108. It includes an electronic printed circuit board 104 to be mounted. Connector terminal 106 is cable 1 12 is connected to a bottle-shaped plug 110 at the end. Cable 112 has a plug at its far end. Plug 110 accepts plugs 90 and 94 or information from leads 86, 88 and 92. It includes plugs 114 and 116 for accommodating the . Connector terminal 10 8 is connected to a bottle-shaped plug 118. Plug 118 has conductor wire 120°121.1 Contains information from 22, 123, 124, 125, 126° 128 and 129 There is. The conductor 120 has a switch 130 that detects the open/close position of the driver's door of the vehicle. The conductor 121 detects whether there is a driver in the driver's seat of the vehicle or not. The conductor 122 is connected to the vehicle's ignition switch 134. Conductors 123 and 124 are connected to the appropriate fuse 136 for conductor 123. The conductor 125 is connected to the negative and positive terminals of a vehicle battery 135 having a connected to a speed sensor 137 that provides information regarding the instantaneous traveling speed of the vehicle; Conductor 126 activates the vehicle in a known manner in response to operation of throttle lever 139. A cable 140 connected to the cell assembly 14 determines its pole-to-pole throttle position. The switch 138 is connected to the switch 138 to close the switch. whether the brakes are activated A conductive wire 128 is connected to a sensing brake switch 133.

The conductor 129 is connected to a seatbelt that senses whether the driver's seatbelt is fastened. It is connected to the rotary switch 135 and delivered to the vehicle manufacturer in the form of a module 30.

During vehicle assembly, the power module 28 is placed on the transmission housing. Mounted near the control levers 24 and 26, the control module 30 connects to the instrument panel lO. plugs 90 and 94 are then inserted into plugs 114 and 116. and plugs 110 and 118 are plugged into control module 30 to activate the power supply of the present invention. The assembly of the air shift device is completed.

Mounting the power module 28 onto the transmission housing is simply a matter of bolts. 38 through the bosses 32b and 32c, and then insert the transmitter into the housing boss 20a. and 20b, and thread the bolt 40 through the lug 32d to connect the transmission. tion housing lug 20c, and snap fitting 60e. and 72 respectively to the ball switching 22 on the free end of the mode selection lever 22. a and the pole fitting 24a at the free end of the kickdown lever 24. This is done by Since the lever assembly 46 is connected to the mode selection lever, Therefore, the lever portions 60a and 60b of the lever 60 are extendable and selectable relative to each other. Snap fitting provides precise effective length of 60 mm with no regard to manufacturing tolerances 60 e,! : Enables reliable snap engagement with the ball 22a, and Rear nut 64 is tightened to secure lever 60 in a precisely adjusted position.

Installation of the control module 30 within the instrument panel 10 is accomplished by simply attaching the control module to the panel. Move the module from the back side into the opening 10a and use the fastener 96 etc. to correct the module. This is done by tightening it in place. Insert plugs 90 and 94 into plugs 114 and 116 and insert plugs 110 and 118 into connector terminals 106 and 108. and the system is activated and ready for use.

Also, if the space immediately behind the instrument panel fascia is limited, the pushbutton Instrument panel or center console opening 10 with submodule 30a a and the logic submodule 30b is installed in the general environment of the instrument channel. and connect it to the push button submodule 30a by appropriate wiring using a known method. , designing and shipping submodules 30a and 30b as separate units. Can be done. For example, as shown in FIG. The logic subunit 30b is mounted in the channel opening 10a and is mounted on the face of the instrument panel 10. The submodule is generally designated 145 by mounting it in the general area at the rear lower part of the They can be interconnected by the wiring shown.

FIG. 15 shows a schematic block diagram of the electrical control system of the present invention. This block diagram is Current gear encoder 210, analog/digital speed converter 212, desired gear A encoder 214, lamp decoder/driver 216, indicator lamp 2 18, a logic control unit 220 and a motor driver circuit 222.

Gear encoder 210 is currently connected to line 88 which is the output of encoder assembly 73 described above. It is connected to the. Currently, gear encoder 210 is output from encoder assembly 73. one or more integrated circuits that encode the power signal into four signals PCI-PG4. I'm here. This encoding is done, for example, according to the encoding table in Table 1. .

Table 1 PGI PG2 PG3 PG4 Park 0 0 0 1-0 Reverse 1 0 0 1-0 Neutral 1 1 0 1-0 Overdrive 0 1 0 1-0 Each unique combination of signals PGI, PG2 and PG3 corresponds to the corresponding gear. indicates the angular range. Figure 20 shows the transmission housing connected to the cylindrical shaft 27. A rooster tail control member 224 of known configuration is shown disposed within a rooster tail control member 224 . Figure 20 As shown in , the signal PG4 is the concave part of the rooster tail corresponding to the specific gear selected. A conventional spring-loaded follower 226 is shown positioned at the precise dead center of the used to indicate the exact center of any particular gear range.

When the exact center of the angular range of the selected gear is reached, the encoder assembly 73 outputs a signal P. G4 is changed from “12” to “O”. When this transition of PG4 is detected, the signal PGI, PG2 and PG3 are logically latched. With this encoding, DC The mode selection lever 22 can be precisely positioned when the electric motor 42 stops. Guaranteed. As a result, the transmission has a loose state corresponding to the desired gear. It is securely positioned within the desired gear at the bottom of the recess of the wheel.

For example, as shown in FIG. 20, when R is selected by the vehicle driver, The following coding technique allows the follower 226 to control the reverse gear mode of the transmission. Stops at corner position 228 corresponding to the bottom dead center of the rooster tail recess corresponding to the This is guaranteed.

Analog to digital speed converter 212 provides an analog signal representing speed via line 125. Receive log signals. Analog/digital speed converter 212 converts analog speed According to the magnitude of the power signal, the output lines MPH3, MPH7, MPH20 and MPH3 Generates an output signal on one or more lines of zero.

FIG. 16 schematically depicts a preferred structure for analog-to-digital speed converter 212. . According to an embodiment, the speed signal generates an oscillating signal having a frequency proportional to the vehicle speed. coming from existing sensors on the vehicle. The speed signal is frequency/l [E converter 2 30 and then each of a set of converters 252, 254, 256 and 258. is added to each positive input. Resistors 241, 243, 245, 247 and 249 A voltage divider circuit 240 is connected between the positive supply voltage and ground. resistor 24 The node between 1 and 243 is connected to the negative input of converter 252, and resistor 2 The nodes 43 and 245fm are connected to the negative input of converter 254, and the resistor The node between converters 245 and 247 is connected to the negative input of converter 254 and is connected to the The node between resistors 247 and 249 is connected to the negative input of converter 258.

Each of these comparator circuits 252-258 is connected to a frequency/voltage converter 230. Receives a reference voltage for comparison with the output of the Frequency/1 pressure converter 230? If the outputs of these are greater than the reference voltage applied to converter 252, the vehicle speed is 4. 8.3 km/hour (30 miles/hour). Therefore, the control The output of inverter 252 becomes the MPH30 signal. Similarly, frequency/voltage converter 230 pressure voltage is greater than 32.2 km/hour (20 miles/hour). In the case shown, converter 254 generates a signal at output MPH20. 1 input If the vehicle exhibits a speed greater than 1.3 km/hour (7 miles/hour), the converter 256 generates an output MPH7.

Finally, the speed input signal indicates a vehicle speed greater than 4.83 km/hour (3 miles/hour). Converter 258 generates an output MPH3. these four digi Each of the tar speed signals is provided to a logic control unit 220 for use in the manner described below. be done.

A desired gear encoder 214 includes a plurality of push buttons 10 used to select a desired gear. connected to 0. Desired gear encoder 214 connects final activation switch 100 to line Contains one or more integrated circuits that encode into 3-bit signals via SGI to SG3. I'm here. This encoding is done, for example, according to the encoding table in Table 2. .

Table 2 SGI SG2 SG3 Neutral 1 0 1 Overdrive 1 0 0 Low 2 0 0 1 These 3-wire SGI to SG2 buses run from the desired gear encoder 214 to the logic control unit. 220. This bus has the desired transmission selected by the driver. Display status to logic 111II unit 220.

Lamp decoder/driver 216 decodes the code via a bus including lines PGI-PG4. Receive the current gear signal.

Lamp decoder/driver 216 illuminates the signal light of indicator lamp 218. generate a signal to In accordance with an embodiment of the invention, each indicator lamp 218 is associated with one push button switch 100. In particular, push button 100 has an indicator. It is desirable to have an illuminated pushbutton switch containing a lamp. Preferably, Individual indicator lamps adjust the intensity of these lamps according to the intensity adjustment of the internal instrument. connected to the illumination source so that it can be adjusted.

FIG. 17 shows a typical indicator lamp 2670 circuit 260. In the figure , the indicator lamp 267 is a light emitting diode. Resistor 261 is a transistor Ramp decoder/driver 216 that provides bias current to the base of star 263 It is connected to the. When transistor 263 is turned on, lamp 267 is switched on to the first Illuminates with a brightness of When transistor 263 is turned off, resistor 265 turns off. A current is sent to lamp 267 to illuminate lamp 267 at a second lower intensity. lamp 267 The supply voltage for is delivered from power supply 270. Indoor light power supply is connected to potentiometer 275 is applied to a voltage divider including resistors 276 and 277. between resistors 276 and 277 The voltage appearing at the node depends on the setting of potentiometer 275. This voltage A base current is supplied to the transistor 272 connected to the mitter follower circuit.

Emitter current from transistor 272 flows through selection ramp and resistor 271 . Diode 273 provides reverse voltage protection for transistor 272. zener diode A node 274 provides overvoltage protection for transistor 272. According to the example, the poten The illumination of the indicator lamp 218 is controlled by adjusting the meter intensity via the meter 275. degree is adjusted.

A switch is further connected to the logic control unit 220. This includes the driver A door switch 130 that indicates the open/closed state of the seat, and a door switch 130 that indicates whether the driver's seat is occupied. a seat switch 132 indicating the state of the ignition switch; an ignition switch 134 indicating the state of the ignition switch; Accelerator switch 138 and override indicating complete depression of accelerator pedal 138 A switch 143 is included. The brake switch 133 controls the pressing of the brake pedal. and the seat belt switch 135 indicates the closure of the driver's seat belt. logic system Control unit 220 receives the input signals and generates three output signals. to this is the clockwise motor drive signal and the counterclockwise motor drive signal connected to the motor driver circuit 2o. Contains motor drive signals. Furthermore, the downshift signal 92 or solenoid 36 Downshifting of the transmission via the connected kickdown lever 24 I do.

In use, the various input signals shown in FIGS. 9 and 15 above are controlled logically. given to unit 220.

A logic control unit 220 receives these input signals and provides the necessary drive signals to the motor. 42 and solenoid 36 to select the desired gear. Ru. The logic control unit 220 consists of a programmed microprocessor circuit. can do. Logic control unit 220 may be a programmable logic array or It seems preferable to implement hardware logic within the gate array. Maintenance There is no software required, making logic circuit development easy and low cost. Hardware logic seems preferable for embedded microprocessors . The following description of the operation of logic control unit 220 may include programmable logic arrays. This is done with respect to pooling equations that can be implemented in gate array logic circuits. in the same industry If so, the same pool operation can be performed on a programmable microprocessor. I think you can understand that.

Next, the operation of the logic control unit 220 will be explained. First, various input The force signals are formed into a set of logic signals. The state of signal 5GI-SG3 is pressed A set of signals selected by the push button 100, PARK, RVRS, NTR L.

0VDR, DRVε, LOWl, LOW2. Hei issue thread 6゜press saleta One of these signals corresponding to the desired gear selected by push button 2 is logic "1". and the other of these signals is a logic "0". Similarly, the encoder signal PCI- PG4 generates a set of logic signals PGP, PG4. PGN, PGO, PGD, PGLI and PCl3, one of which is active and currently in A is shown, and the others are inactive. This encoding and decoding technology It is used to reduce the number of wires required between various circuits. Logical control unit 2 20 is the speed signal MPH3°MPH from the analog/digital speed converter 212 7, Receive MPH20 and MPH30. The logic control unit 220 is a door switch. DOOR and seat switch 13 that indicate the opening/closing status of the driver door via the switch 130 5EAT indicating whether the driver's seat is occupied via 2, the ignition switch IGN indicating the status, A indicating whether the accelerator switch 138 is closed CC, 0VRD indicating override via switch 143, switch 133 Operation via BRAKE and switch 135 indicating depression of the brake pedal via Signals are formed from additional inputs including 5BELT indicating the closure of the driver's seat belt.

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 issues an output signal to motor 42. rotate the motor until the current gear matches the desired gear. to this process Which shift is an upshift (counterclockwise motor rotation) according to the following Poole formula: Includes an indication of any downshift (clockwise motor rotation).

UPI Snow PGLI LiF2 wealth PGL2 and Not (LOWI) UPS 1lPGD a nd (not (LOW2) and Not (LOWI)) LiF41I PGOand (NTRL or RVRS or PARK) LiF5 Tomi P GN and (t?VRS or PARK) UF4 w=PGRand P ARK UPSHFT: UPI or UF4 or UPS or 1JP4 or 1JP5 or UP6DNSHFT = Not (UPSHFT) Therefore , the current gear is low 1 (LIP)), or the current gear is low 2 Low 1 is not required (LiF2) or the current gear is drive and low 1 is also low. -2 is not required (LiF3), or the current gear is overdrive and the new gear is not required. Normal, reverse or park is selected (UF4), or the current gear A is neutral and reverse or park is selected (UPS), or currently requires an upshift if the gear is in reverse and park is selected.

Downshift if any intermediate condition is not satisfied, i.e. the opposite of UPSHFT is required.

Signals UNABLE and 0K2SHFT are active and each UPSHFT or If DNSHFT is active and as shown below, the two motor control signals CCV and CW occurs.

CCW Tomi ENABLE and O to 2SHFT and LIPSHFTC W = ENABLE and 0K2SHFT and DNSHFTENA The BLE signal generally indicates that the desired gear is different from the current gear and certain safety conditions are met. It requires that As shown below, if the desired gear is the same as the current gear ENABLE is inactive.

WNABLE = GOLOIVI or GOLOW2 or GODRVE or GOOVDRor GONTROL or GORVRS or GO PARK These intermediate signals are formed as follows.

GOLOWI = LOWI and Not (PGLI) and Not (MPH30) GOLOW2 = LOW2 and Not (PCl3) and Not (MPH20) GODRVE Zero DRVE and Not (PGD)GOOVDRw=OVDRand Not (PGO)GONTR L: NTRL and Not (PGN) GORVRS = RVRS a nd Not (PGR) and Not (MPH7) GOPARK = ( PARK and Not (PGP) and Not (MPH3)) or (((Not(IGN) or (Not(DOOR) and Not(SE AT))) and Not (PGP) and Not (MPH3) and Not(OVRD))) Therefore, the logic control unit 220 has a speed of 48.3 k m/hour (30 miles/hour), shift to low 1 is not permitted; If the speed exceeds 32.2 km/hour (20 miles/hour), shift to low 2 is allowed. No, if the speed exceeds 11.3kmZ (7 miles/hour), shift to reverse. If the speed exceeds 4.83 km/hour (3 miles/hour) without permitting Do not allow shifts to . Ignition is switched off (Not (rGN)), Or the door is open (Not (DOOR)) and the seat is empty (Not (S). EAT)), current gear is not in park (Not (PGP)), speed is 4.8 3 km/hour (3 miles/hour) or less, the second term of GOPARK is automatically activated. automatically shifts to park, and neutral override is not selected (Not (O). VRD)).

Signal 0K2S) IFT is the safety lockout signal. It is formed as follows It will be done.

0K2SHFT = ((IGN and 5EAT) or 0VRD) an d Not (PGRand MPH7) Therefore, the ignition switch is enabled and the driver's seat is occupied or is 0K2 when the gear is selected and the override switch 143 is activated. Allowed by SHFT. The transmission is currently in reverse gear and In any case, if the vehicle speed is higher than 11.3 km/hour (7 miles/hour), Yo shifts are not allowed.

If desired, 0K2S) (FT requests connection of driver seat belt and 5BEL Any shifting can be done via the T signal. Also, 0K2S) IF7 type By adding the Not (PGP and Not (BRAKE)) term, It is also desirable to request a rake press and leave the PARK gear.

The clockwise motor drive signal CW and the counterclockwise motor drive signal CCW are output from the pool. generated by logic control unit 220 according to Eq. These signals then The signal is adjusted by the shot circuit and applied to the motor driver circuit 22. these A one-shot circuit is shown in FIG.

The counterclockwise remote drive signal CCW is the trigger input and gate of the one-shot circuit 280. Added to one person's card in port 282. This counterclockwise motor drive signal CCW is generated. The state of one shot 280 is then toggled to enable gate 282. will be sent. At the same time, the output of NAND gate 282 is reset to one-shot 290. clockwise remote drive signal C and the NAND gate 292 is blocked. Guarantees that W is suppressed. This signal is inverted via gate 284 to the first 5 is applied to motor driver circuit 222 in the manner shown in FIG. A predetermined period of time has passed and one shot 280 change state. This causes the NAND gate 282 to become The counterclockwise motor drive signal CCW is disabled and the generation of the counterclockwise motor drive signal CCW is stopped. This again Therefore, the input to reset the one-shot 290 is also removed and the clockwise motor drive is A dynamic signal CW can be generated. The time length of the one-shot circuit 280 is usually Set longer than the maximum shift time. Therefore, if this time is exceeded, some An error condition occurs and it is best to remove the motor drive from motor 42. same A similar one-shot circuit 290 uses NAND gates 292 and 294 to generate a clock. It acts on the rotation motor drive signal CW. The output of NAND gate 292 is also one shot. A clockwise motor drive signal CW is generated in addition to the reset input of This ensures that the NAND gate 282 is turned off at certain times. This will cause the clockwise Simultaneous generation of motor drive signal CW and counterclockwise motor drive signal CCW is prevented. .

A pair of switches allows the transmission to be manually shifted. automatic/hand The dynamic switch 144 is generated by the logic control unit 220 and the jog switch 147. Switch between the signals to be used. During normal use, automatic/manual switch 144 is in the Clockwise rotation generated by the logic control unit 220 in the automatic position shown in FIG. The motor control signal CW and counterclockwise motor control signal CCW are the motor driver circuit. 222. In this position, logic control unit 220 is configured as described herein. The motor driver circuit 222 is controlled according to the principles of the present invention. Automatic/manual speed When switch 144 is in the manual position, the signal from jog switch 147 is is connected to the data driver circuit 222.

The jog switch 147 is preferably a double pole double throw instant contact switch with a center off position. It is. Instant activation of the jog switch 147 in one direction causes the logic control unit to The counterclockwise motor drive signal CW is generated in the same way as when the cut 220 occurs. . Similarly, instant activation of jog switch 147 in the opposite direction causes counterclockwise rotation. A data drive signal CCW is generated. These signals are received from logic control unit 220. is applied to the motor driver circuit 122 in the same way as the signal sent to the motor driver circuit 122. Therefore, jogs Switch 1471: When a malfunction occurs in the electrical control system, the vehicle users can change the state of the automatic transmission. I'm going to growl.

The motor driver circuit 22 is shown in detail in FIG. Counterclockwise motor drive signal CC W is added to inverter 301. The output of the inverter 301 is the switch 302 and is added to the inverter 303. Output of buffer 303 goes to switch 304 Added. Similarly, the clockwise motor control signal CW is input to the inverter 305. Added. The output of inverter 305 is applied to switch device 306. in The output of inverter 305 is also applied to the input of inverter 307, which 308 .

The motor 42 is connected to an H-bridge circuit between switch devices 302, 304, 306 and 308. connected to the road. Clockwise motor drive signal CW and counterclockwise motor drive signal Both numbers CCW are normally inactive at low voltages. Therefore, inverter 3 The output of 01 is high, the switch device 302 is conductive, and the switch device 304 is conductive. is non-conducting. Similarly, the switch device 306 is always conductive and the switch device 306 is always conductive. 308 is always non-conductive. Therefore, both terminal valves of the motor 42 are grounded.

Upon receiving the active counterclockwise motor drive signal CCW, the inverter 301 toggles the state. Therefore, the switch device 304 is turned on and the switch device 304 is turned on. 02 is turned off. Switch equipment! [Since 306 is assumed to remain on, the switch Current flows to the motor 42 in the first direction through the switch devices 304 and 306. desired When the shift position is reached, the counterclockwise motor drive signal CCW becomes inactive low. Return to state. Therefore, switch device 302 is turned on and switch device 304 is turned on. It is considered as fu. Motor 42 (switch device 306 remains conductive during this sequence) I hope you understand that. ) When clockwise motor drive signal CW is active, switch device 306 is turned off. and the switch device 308 is turned on. As a result, the switch device 308 and Current flows to the motor 42 in the opposite direction to the switching device f1302. Similarly, when When the clockwise motor drive signal CW stops, the motor 42 is turned off by both grounded terminals. Dynamically braked.

Therefore, the motor 42 is clocked according to the signals provided by the logic control unit 220. Rotate clockwise or counterclockwise. The motor control circuit 222 shown in FIG. Neither counterclockwise motor control signal CCW nor clockwise motor control signal CW is generated. It also includes a feature of dynamically braking the motor 42 when the motor 42 is not in use.

The instantaneous encoder signal sent from the pickup device 76 is As soon as it matches the signal generated from the button, the logic control unit of the control module 10 The switch 220 de-energizes and brakes the motor to control the mode selection lever 22 and thus the transformer. The transmission functions to stop precisely at the selected shift position. Figure 13 When using the bar 60 configuration, springs 64,65 cooperate with piston 60i. An internal detent controlled by lever 22 Instead of getting caught in the peak of the rooster tail of knowledge, This ensures that the shifter will move to a precise shift position that will fit securely in the desired position.

For example, in a passing situation, the driver may downshift the transmission. If desired, press the accelerator pedal 14 completely to close the switch 138. Ru.

The signal from the closed switch 138 is transmitted via conductor 126 to logic control unit 2. 20 where it is sent to the printed circuit 104 by a buffer device 142 mounted on the printed circuit 104. It is amplified and sent via conductor 92 to the solenoid 36, which is energized. When the plunger is retracted, the downshift lever 24 is moved counterclockwise when viewed from FIG. to effect the desired downshift of the transmission.

As mentioned above, preferably the system of the present invention also includes means for illuminating the push button 100. The illuminance is controlled by the normal dash dimer, and the buttons corresponding to the gears are currently The button is illuminated more brightly than the button, making it easier to display the instantaneous position of the transmission. be ignored. An override push button 143 is also included as part of the push button submodule 30a. It is provided. Use override push button 143 to empty the seat and PAR the vehicle. If you want to use any gear other than K, for example during tune-up, car wash, etc. You can select the gear you want.

Another type of encoder assembly is shown in FIGS. 10-12. In this configuration, The encoder assembly is not provided within the sealed cavity 78 of the reduction unit 44. , provided as an independent unit 146 and mounted on the mode selection lever II. Detects the shift position of the transmission by constantly sensing the lever position. It is made to be.

The encoder assembly 146 includes a housing 148, an encoder member 150, and a pin. includes a backup device +52.

Housing 148 may be formed of any suitable rigid material and includes outer wall 148a. , inner wall 148b, flange portion 148c, opening 148d of outer wall 148a, inner wall 14 8b, and an arcuate slot 148f in the inner wall 148b. There is. In this embodiment, the solid shaft 26 on which the kickdown lever 24 is mounted extends and includes a shank portion 26a, a shoulder portion 26b and a threaded end portion 26c. provide.

Encoder member 150 is arched and includes tracks 154a, 154b, 154 tracks 80a, 80 on encoder wheel 74; b.

80c, 80d. Indicator 15 A pin 156 protrudes from the surface of the encoder member 150 opposite to the surface on which the pin 4 is provided. are doing.

The pickup device 152 has an encoder on the body portion 158 and the encoder member 150. It includes a resilient finger 160 that cooperates with the indicator.

Encoder member 150 is disposed within interior cavity 162 of housing 148 and pin 1 56 sealingly passes through the arched slot 148f, and the pickup device 1152 is inserted into the arched slot 148f. The finger 160 is disposed on the inner surface of the housing outer wall 148a and is connected to the encoder member 15. There is a joint operation relationship with the coding index above 0.

Encoder assembly 146 is fitted onto shaft 26 and housing opening 148e is shunted. The opening 150a of the encoder member 150 is located at the shank portion 26a. The outer wall 148a is placed on the shoulder 26b, and the nut 4 is placed on the end 26b. 6c and is threadedly engaged with the shaft portion 26b.

26c of the encoder assembly 146 against the shaft 26 resting on the annular shoulder between the Prevents axial displacement and allows rotation of the shaft relative to encoder assembly 146. workman The encoder assembly rotates between the flange 148C and the transmission housing. kickdown lever 24 is prevented by engagement with an appropriate portion of the kickdown lever 24. It is disposed between the flange portions 148c and can pivot within the space therebetween.

The pin 156 tightly engages 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 A pickup device 152 picks up the coded index on the material 150 and generates The encoder signal it transmits always indicates the precise shift position of the transmission. made to be expressed.

The electrical control system for an automatic transmission device of the present invention can be used in many ways. I think you can see that you can develop advantages. In particular, two modular assemblies assembly plants due to minimal inventory requirements and ease of module assembly. The power and control modules are delivered together to the vehicle manufacturer with minimal effort. Reliability and warranty costs are improved by pre-testing the transmission equipment to the cabin. The noise and vibration of the car is virtually minimized, eliminating the bothersome and obtrusive gear selection lever. Replaced with an attractive push button mounted flush within the vehicle's instrument panel, which automatically activates when the ignition is turned off. It provides several important safety and convenience features such as dynamically shifting to park. Shifts that are inappropriate in terms of sensed vehicle speed and direction are automatically inhibited and When the transmission is in a position other than park, the driver or driver may drive without stopping the engine. If you open the door and leave your seat, the transmission is automatically set to Park. . Therefore, the electric shift device of the present invention can be integrated with existing transmission control systems. It offers many comfort, convenience and safety advantages when compared to existing systems. Prominent maintenance and warranty costs can be provided at a cost competitive with existing lower than the system.

While embodiments of the invention have been illustrated and described in detail, the scope and spirit of the invention have been clearly illustrated and described. It appears obvious that various modifications may be made to the disclosed embodiments without departing from the disclosure. Ru.

In particular, the current gear encoder 210, the desired gear encoder 214, and the lamp decoder The driver/driver 216 can be implemented on the same integrated circuit as the logic control unit 220. I would like to ask you to understand.

(No changes to the contents of engraving 1) 24σ Engraving (no changes to the content) Engraving (no changes to the content) Engraving (no changes to the content) Procedural amendment (voluntary) July/7th, 1991

Claims (27)

[Claims] 1. Multiple trucks including motors adapted to upshift and downshift Automobile automatic transmission device with transmission status In an electrical control device for a motor vehicle, the electrical control device provides a desired driver input means for generating a transmission status signal; Current transmission status indicating the status of the automatic transmission transmission condition sensing means for generating a signal; a logic control unit connected to the motor, said driver input means and said truck; The mission status sensing means are the desired transmission status signal is the current transmission status signal; determining whether the desired transmission status signal is different from the current transmission state signal; If the desired transmission state is different from the transmission state signal, the desired transmission state is Determine upshift or downshift from transmission status and the desired transmission state is upshifted from the current transmission state. If it is, the motor is controlled to upshift and the desired transmission state is achieved. If the current transmission state is downshifting, the downshift is controlled. Electric control device for automatic transmission equipment. 2. 2. The electric control device according to claim 1, further comprising: an electric control device in which each end is in an operating state of the moving wheel; vehicle condition sensing means for generating a plurality of corresponding vehicle condition signals; The control unit is configured such that the desired transmission status signal and the vehicle status signal are 1. upshifting or downshifting the motor in response to one of the set of hazardous conditions. An electrical control device including a shift inhibiting means for inhibiting shift control. 3. 3. The electric control device according to claim 2, wherein the vehicle condition sensing means detects the speed of the vehicle. speed sensing means for generating a signal indicative of the speed; The shift inhibiting means is arranged so that the signal indicating the speed of the vehicle is in a desired transmission state. The motor upshifts if the speed is greater than the predetermined speed corresponding to the state signal. An electrical control device that inhibits shift control or downshift control. 4. 2. The electrical control device of claim 1, wherein the logic control unit A first polarity power for downshift control and a second opposite polarity power for downshift control. An electrical control device that includes a motor drive circuit that applies force to the motor. 5. 5. The electric control device according to claim 4, wherein the motor drive circuit comprises: a first switching device connected between a first DC voltage source and a first terminal of the motor; a second DC voltage source having a different voltage than the first DC voltage source; and a first DC voltage source of the motor. a second switch device connected between the terminals of the a third switching device connected between the first DC voltage source and a second terminal of the motor; and, a fourth switch connected between a second terminal of the motor and the second DC voltage source; The first and fourth switches are connected to the first, second, third and fourth switch devices. DC power of the first polarity for conducting upshift control by conducting the switch device. In addition to the motor, the second and third switch devices are brought into conduction to control a downshift. A second DC power of opposite polarity is applied to the motor to perform upshifts as well as downshifts. If shifting is also not desired, the second and fourth switch devices are made conductive and the motor is switched off. Electrical control equipment, including control equipment that dynamically brakes motors. 6. The electric control device according to claim 1, wherein the transmission condition sensing hand The stages are electrically controlled, including an axis encoder connected to sense the rotational position of the motor. control device. 7. 7. The electrical control device of claim 6, wherein the shaft encoder Multiple signals indicating the angular range and another signal indicating the exact center of the corresponding gear. occurs, The logic control unit determines that the plurality of signals of the shaft encoder are indicative of the desired gear. and the other signal of the shaft encoder indicates the exact center of the desired gear. An electric control device that stops the motor when the motor stops. 8. It controls the transmission status by interlocking clockwise and counterclockwise. Automotive auto with multiple transmission states, including a disabled motor In an electric control device for a matic transmission device, the electric control device includes: , A driver generating a desired transmission status signal in response to manual driver input. Input means and current transmission status indicating automatic transmission status. transmission condition sensing means for generating a transmission condition signal; connected to the driver input means and the transmission condition sensing means; the desired transmission status signal is different from the current transmission status signal; a logic control unit, which determines whether the desired transmission If the status signal is different from the current transmission status signal, the desired transmission transmission state is currently clockwise or counterclockwise of transmission state the desired transmission state is the current transmission state; If the rotation is clockwise in the rotation state, a clockwise motor drive signal is generated to drive the desired torque. If the transmission state is counterclockwise of the current transmission state, generates a counterclockwise motor drive signal and further connects to the logic control unit. and further connected to a motor to drive the motor in response to the clockwise motor drive signal. counterclockwise in response to the counterclockwise motor drive signal. an automatic tractor comprising: a motor drive means for controlling the motor to move; electrical control device for transmission equipment. 9. An electric control device for an automatic transmission device according to claim 8. and further generates a plurality of vehicle status signals, each of which corresponds to an operating status of the motor vehicle. the logic control unit includes vehicle condition sensing means for detecting the desired transmitter. the vehicle status signal and the vehicle status signal correspond to one of a set of hazardous situations; to generate the clockwise motor control signal or the counterclockwise motor control signal. Electrical equipment for automatic transmission equipment, including shift inhibiting means Qi control device. 10. Electric control device for automatic transmission device according to claim 9 In, The vehicle condition sensing means generates at least one vehicle speed signal indicative of the speed of the vehicle. speed sensing means, said shift inhibiting means detecting said at least one vehicle speed signal; Automatically greater than a predetermined vehicle speed corresponding to a desired transmission status signal the clockwise motor control signal or the counterclockwise motor control signal when indicating vehicle speed; Electric control for automatic transmission equipment that suppresses the generation of control signals. control device. 11. Electric control device for automatic transmission device according to claim 10 automatic transmission in Park, Reverse, and Low 1. and row 2, The speed sensing means detects a first vehicle speed when the speed of the vehicle exceeds a first predetermined speed. a second predetermined speed signal, the speed of the vehicle being greater than the first predetermined speed; a second speed signal is generated when the speed of the vehicle exceeds the second predetermined speed; A third speed is generated when the speed of the vehicle exceeds a third predetermined speed that is greater than the speed of the vehicle. exceeds a fourth predetermined speed, which is greater than the third predetermined speed, a fourth speed signal generates a number, The shift inhibiting means is configured to control the clockwise motor control signal or the counterclockwise motor control signal. The generation of any of the data control signals is suppressed in the following cases, the first vehicle speed signal is received and the desired transmission status signal is a par. corresponding to the transmission status. the second vehicle speed signal is received and the desired transmission status signal is the third vehicle speed signal is received and the third vehicle speed signal is The desired transmission state signal corresponds to a low transmission state, and Beauty the fourth vehicle speed signal is received and the desired transmission status signal is low. Automatic transmission system that supports 2 transmission states Electrical control equipment for installation. 12. Electric control device for automatic transmission device according to claim 11 at the location, the first predetermined speed is approximately 3 miles per hour. can be, the second predetermined speed is approximately 11.27 km/hour (7 miles/hour); the third predetermined speed is approximately 32.19 km/hour (20 miles/hour); The fourth predetermined speed is approximately 30 miles per hour. Electric control device for automatic transmission equipment. 13. Electric control device for automatic transmission device according to claim 11 At the location, the speed sensor receives an analog speed signal indicative of motor vehicle speed. To, generating the first vehicle speed signal when the analog speed signal exceeds a first threshold; a first comparator in which the analog speed signal is higher than the first threshold; a second comparator that generates the second speed signal when a threshold of if the analog speed signal exceeds a third threshold that is higher than the second threshold; a third comparator that generates the third speed signal; if the analog speed signal exceeds a fourth threshold that is higher than the third threshold; a fourth comparator generating a fourth speed signal; Electric control equipment for automatic transmission equipment, including. 14. Electric control device for automatic transmission device according to claim 9 In, The vehicle status sensing means includes ignition sensing means for determining when the vehicle is switched on. and a driver seat sensor that detects occupancy of the driver seat; The shift inhibiting means of the logic control unit is arranged so that the vehicle is switched on and in operation. When the passenger seat is occupied, the clockwise motor control signal or the counterclockwise motor control signal is activated. Automatic transmission that suppresses generation of any of the control signals. Electrical control device for equipment. 15. Electric control device for automatic transmission device according to claim 14 automatic transmission is a neutral transmission. including the state of The driver input means further includes an override status signal generation means, When the override signal is received by the shift inhibiting means of the logic control unit. generates the clockwise motor control signal or the counterclockwise motor control signal; vehicle, regardless of whether the ignition is on or the driver's seat is unoccupied. Automatic transmission that can change transmission status Electrical control device for. 16. Electric control device for automatic transmission device according to claim 9 In this case, the automatic transmission is a park transmission type. including The vehicle status sensing means includes ignition sensing means for determining when the vehicle is switched on. and a driver door sensor that determines when the driver door opens and when the driver's seat is occupied. Includes a driver seat sensor that detects the time. The logic control unit further determines when the vehicle is switched on, the driver door is opened and The clockwise motor control signal or the counterclockwise motor control signal when the driver's seat is not occupied. Generate one of the clockwise motor control signals to control the transmission state. An electric control device for automatic transmission equipment that can be used to change gears. 17. An electric control device for an automatic transmission device according to claim 8. In, The control unit is configured such that the desired transmission status signal is longer than a predetermined time. said clockwise motor control if different from said current transmission status signal. control signal or the counterclockwise motor control signal mentioned above. Electric control device for automatic transmission equipment. 18. An electric control device for an automatic transmission device according to claim 8. In, The motor drive means is responsive to the clockwise motor control signal to generate a direct current of a first polarity. applying electrical power to the motor with the polarity opposite to the first polarity in response to the counterclockwise motor control signal; applying a current power of a second polarity of the pair to the motor, said clockwise motor control signal also being applied to said clockwise motor control signal; Dynamically brakes motor if counterclockwise motor control signal is also not received Electric control device for automatic transmission equipment. 19. Electric control device for automatic transmission device according to claim 18 In this case, the motor driving means includes: a first switching device connected between a first DC voltage source and a first terminal of the motor; a second DC voltage source having a different voltage than the first DC voltage source and a first terminal of the motor; a second switch device connected between; a third switching device connected between the first DC voltage source and a second terminal of the motor; and, a fourth switch device connected between the second DC voltage source and a second terminal of the motor; and, said clockwise motor drive connected to first, second, third and fourth switch means; When a signal is received, the first and fourth switch devices are made conductive, and the counterclockwise motor is turned on. the second and third switch devices are made conductive when receiving a motor drive signal; If neither the rotating motor drive signal nor the counterclockwise motor control signal is received, the an automatic system comprising control means for energizing the second and fourth switch devices; Electric control device for transmission equipment. 20. An electric control device for an automatic transmission device according to claim 8. In, The driver input means includes a plurality of manual pushbutton switches, and one of the pushbutton switches A corresponding desired transmission status signal is generated by manually activating the and the electric control device is further connected to the transmission condition sensing means. and a plurality of transmission states, each of which is placed adjacent to its corresponding push button. indicator means including an indicator, said indicator means being connected to said truck; of said transmission status indicator corresponding to the transmission status signal. An electric control device for an automatic transmission device that starts one. 21. Electric control device for automatic transmission device according to claim 20 In the installation, the vehicle includes a variable illumination supply voltage that controls the illumination of the instruments; Each of the transmission status indicators is connected to a variable illumination supply voltage to provide variable illumination. Automatic transmission that provides illuminance that corresponds to the magnitude of the supply voltage Electrical control device for application equipment. 22. An electric control device for an automatic transmission device according to claim 8. further connected to the motor drive means and responsive to manual input; Manual control that selectively generates rotation motor control signals and counterclockwise motor control signals An electrical control device for an automatic transmission device, including means. 23. Electric control device for automatic transmission device according to claim 22 In this case, the manual control means comprises: a first adjacent switch that generates the clockwise motor control signal; a second adjacent switch that generates the counterclockwise motor control signal; the logic control unit, the motor drive means and the first and second momentary contact switches; connected to the logical control unit or the first and second adjacent switches; The clockwise motor control signal and the counterclockwise motor control signal that are generated are exchanged. an automatic/manual switch connecting each other to said motor drive means; Electric control device for transmission equipment. 24. An electric control device for an automatic transmission device according to claim 8. , the car includes an accelerator pedal and an automatic transmission. The downshift solenoid is connected to the downshift solenoid and performs a temporary downshift. Trevor, the electrical control device further comprising: Connected to the accelerator pedal and emits an accelerator press signal when the accelerator pedal is fully pressed. Equipped with an accelerator pedal switch that The logic control unit further controls a solenoid upon receiving the accelerator press signal. An automatic system that includes a downshift control means that generates and applies a signal to the solenoid. Electric control device for lock transmission equipment. 25. An electric control device for an automatic transmission device according to claim 8. Further, the transmission state sensing means detects the rotational position of the motor. An automatic transmitter, including an axis encoder connected to sense Electrical control device for application equipment. 26. Electric control device for automatic transmission device according to claim 25 At the position, the shaft encoder outputs a plurality of signals indicating the angular range of the corresponding gear and generates another signal indicating the exact center of the corresponding gear, The logic control unit allows the plurality of signals of the shaft encoder to select the desired gear. and the other signal of the shaft encoder indicates the exact center of the desired gear. A power supply for automatic transmission equipment that stops the motor when Qi control device. 27. a first DC voltage source in response to mutually exclusive first and second input commands; and a second DC voltage source of a different voltage to the motor having first and second terminals. In a motor drive circuit that a first control connected between the first DC voltage source and the first terminal of the motor; a control switch device connected between the first terminal of the motor and the second DC voltage source; a second controllable switch device connected to the controllable switch device; and a first controllable switch device connected to the input means; the first and second controllable switch devices; and the first input means. the first controllable switch when the first input command is received; switch device on and said second controllable switch device off; turning off the first controllable switching device if no power command is received; and a first driving means for turning on the second controllable switch device; a third regulator connected between the first DC voltage source and the second terminal of the motor; a control switch device connected between the second terminal of the motor and the second DC voltage source; a fourth controllable switch device connected to the controllable switch device; and a second controllable switch device connected to the controllable switch device; input means, the third and fourth controllable switch devices, and the second input means; said third controllable switch device when connected and receiving said second input command; the fourth controllable switch device is turned on and the fourth controllable switch device is turned off; If the command is not received, the third controllable switch device is turned off and the third controllable switch device is turned off. A motor drive circuit comprising a second drive means for turning on a fourth controllable switch. .