JPS63242732A - Operation mode controller for on-vehicle transmission - Google Patents

Abstract

PURPOSE:To prevent a vehicle to be driven when erroneous operation is performed during the engine revolution, by setting the operation mode of a transmission on the vehicle in the parking mode where an output shaft is fixed, when it is detected that a driver is not present. CONSTITUTION:A driver presence detecting unit 5 detects the presence of a driver on a seat, and if the driver is on the seat, an H-level signal is input into the input port R1 of an MPU1, while if the driver is not present, an L-level signal is input into the input port R1 of the MPU1. A shift switch is a push button switch consisting of six buttons P, R, N, D, 2, and L, and used by selecting six modes. The switch operation is read by a key encoder En, and input into the input port R2 of the MPU1.

Description

[Detailed Description of the Invention] [Objective of the Invention] (Industrial Application Field) The present invention relates to a device for controlling the operating mode of an on-vehicle transmission, and particularly to a device that is equipped with a torque converter or the like to automate clutch operation during gear shifting. The present invention relates to an operation mode control device for an on-vehicle transmission.

(Prior Art) Many automatic transmissions currently installed in vehicles consist of a fluid coupling type torque converter and an auxiliary transmission. In this system, not only the clutch operation during gear shifting is automated, but also, for example, by setting the shift lever in the drive range (D range), auxiliary shifting can be performed based on the vehicle speed at that time and the amount of acceleration pedal depression. The machine is automatically set to the appropriate reduction ratio. In other words, with the advent of automatic transmissions, vehicle drivers are freed from the cumbersome clutch and acceleration pedals, or the interlocking operation of shift levers, allowing even those who are not good at driving vehicles to enjoy driving with ease. It's now possible.

However, in vehicles equipped with this type of automatic transmission, there is a problem in that even occupants other than the driver can operate the shift lever because the clutch operation is automated. For example, if another occupant left in the vehicle accidentally operates the shift lever while the driver's drive is on, and the engine is running, the vehicle will start running with the driver's driver still in place.

Therefore, in order to solve this kind of problem, conventional automatic transmissions are equipped with a latch mechanism that locks the shift lever in a parking range (P range: a parking mode in which the movement of the vehicle is set). The latch mechanism is released by operating the unlatch knob provided on the handle of the shift lever, but this unlatch knob is easy to operate only for the driver, and is difficult to operate by the occupants in other seats. This ensures the safety of vehicles equipped with automatic transmissions.

(Problems to be Solved by the Invention) On the other hand, the present applicant has proposed a device that selects a shift range using a button switch in place of the shift lever used in conventional vehicles equipped with automatic transmissions. There is.

In other words, it performs the same function as a conventional shift lever using a pushbutton switch, a changeover valve, a hydraulic circuit, and a control device, and by housing the pushbutton switch inside the steering wheel, it can be removed from the steering wheel. It is possible to select a shift range without taking your hands off, and the elimination of a shift lever also has the advantage of improving the space utility of the front seat.

However, due to the characteristics of the button switch,
It is difficult to create a mechanical configuration that fixes it to the P range and allows only the driver to release it easily. Therefore, in an automatic transmission in which a shift range is selected by a bushing button switch, prevention of erroneous operation of the bushing button switch while the drive spring is in place is a problem that remains in practical use.

The present invention provides an operation mode control device for an on-vehicle transmission that always sets the on-vehicle transmission to a parking mode when the drive is turned on, regardless of the type of input means such as a shift lever or a pushbutton switch. The purpose is to

[Structure of the invention]

(Means for Solving the Problems) In order to achieve the above object, the operation mode control device for an on-vehicle transmission according to the present invention includes: a person detection means for detecting the presence or absence of a person in the driver seat where the driver is seated; , a control means for setting an operating mode of an on-vehicle transmission in response to a selection instruction from an input means, the control means setting an operating mode of the on-vehicle transmission in response to a selection instruction from an input means, when the personnel detecting means detects that no personnel are present; and an operation mode control means for setting a parking mode in which the output shaft is fixed.

(Function) According to this, when detecting the absence of the driver,
The operation mode control means sets the operation mode of the on-vehicle transmission to a parking mode in which the output shaft connected to the wheels is fixed, so even if an occupant left in the vehicle accidentally operates the input means while the engine is running, the vehicle will not move. The upper transmission will not be set to the wrong operating mode and cause the vehicle to move away.

Therefore, for example, even if it is difficult to mechanically configure the input means such as the above-mentioned push button switch to fix the input to a specific range and then release it easily only by the driver, If there is no input, the on-vehicle transmission will be set to the parking mode regardless of whether there is an input, so there is no need for a particularly complicated mechanical configuration.

Other objects and features of the present invention will become apparent from the following description of embodiments with reference to the drawings.

(Example) Figures 1a and 1b show an electric control system of an automatic transmission device embodying the present invention as an example, Figure 2 shows its mechanical configuration, and Figures 3a and 3b show its hydraulic control system. The systems are shown respectively.

First, the mechanical structure of the automatic transmission device of this embodiment will be explained with reference to FIG.

This automatic transmission device.

Torque converter 10. It includes an overdrive mechanism 20 and a transmission mechanism 30, and has a parking mode (P mode) and a reverse mode (R mode).

Operates in drive mode (D mode), 2 mode and low mode (L mode).

The torque converter 10 includes a pump impeller 11, a turbine runner 12, and a stator 13.

The inside is filled with fluid.

When the pump impeller 11 rotates, a flow is generated in the internal fluid around the shaft, and as a result, a swirl flow is generated that circulates between the pump impeller 11 and the turbine runner 12 due to the action of centrifugal force, and the turbine runner 12 rotates. . That is, the pump impeller 11 is directly connected to the crankshaft SH1 of the engine, and the turbine runner 12 is connected to the input shaft SH2 of the overdrive mechanism 20, so that the rotation of the engine is transmitted to the overdrive mechanism 20.

The stator 13 is engaged with a fixed part via a one-way clutch Fw, and when the rotational speed difference between the pump impeller 11 and the turbine runner 12 is large, the stator 13 is fixed by the one-way clutch Fw to rectify the fluid. When the difference in rotational speed becomes sufficiently small, it becomes a free run and prevents itself from becoming a fluid resistance, thereby improving the torque transmission efficiency between the pump impeller 11 and the turbine runner 12.

That is, the torque converter 10 has a pump impeller 11
When the rotational speed difference between the turbine runner and the turbine runner 12 is large, it functions as a torque converter, and when the rotational speed difference becomes small, it functions as a fluid coupling.

The overdrive mechanism 20 includes an OD sun gear 21° and an OD planetary pinion 22. OD planetary ring gear 24.
One-way clutch FO, OD clutch CO2 and O
This is a single planetary gear assembly consisting of a D brake BO, etc.

One end of the carrier 23 of the OD planetary pinion 22 is connected to the input shaft SH2, and the other end is connected to the one-way clutch FO that engages with the sun gear shaft 21a.

A multi-plate OD clutch CO is provided between the sun gear shaft 21a and the one-way clutch FO, and an OD brake BO is provided between the sun gear shaft 21a and the fixed part BDY1 (transmission housing).

The OD planetary ring gear 24 is coupled to the input shaft SH3 of the transmission mechanism 30.

The transmission mechanism 30 includes a sun gear 31. Rear planetary pinion 33. Front planetary pinion 35° Rear planetary ring gear 37. Front planetary ring gear 38
．． One-way clutch Fl.

F2. Front clutch CI, rear clutch C2゜1st
Brake Bl, second brake B2 and third brake 8
This is a Simpson gear train assembly consisting of three components.

A front clutch CI is provided between the input shaft SH3 and the intermediate diet shaft SH4, and a rear clutch C2 is provided between the input shaft SH3 and the sun gear shaft 32.

A first brake Bl is provided between the sun gear shaft 32 and the fixed part BDY2, and a one-way clutch Fl is provided with a second brake B2 between the sun gear shaft 32 and the fixed part BDY2.
is involved in this.

The other end of the intermediate diet shaft SH4 is connected to an abrasive ring gear 37.

The carrier 34 of the rear planetary pinion 33 and the front planetary ring gear 38 are coupled to the output shaft SH5. Note that the front planetary ring gear 28 is equipped with a parking lock mechanism, which will be described later.

In the carrier 36 of the front planetary pinion 35,
A one-way clutch F2 is connected to the fixed part BDY2 (transmission housing), and a third brake B3 is provided between the fixed part BDY2 and the fixed part BDY2.

The automatic transmission device of this example is
With the above configuration, a gear ratio of four forward speeds and one reverse speed including overdrive is obtained. The states of each mode, gear, and component are shown in Table 1 below.

In addition, in Table 1, trOr+ indicates that there is an effect.

Table 1 Referring to Table 1, in the parking mode (P mode), the OD clutch CO of the overdrive mechanism 10 is acting, so the input shaft SH2 rotates to the right (third
In the figure, the direction in which a right-handed screw moves from right to left is right rotation:
(see below) Then, the OD sun gear 21 and the OD planetary ring gear 24 rotate to the right (the OD planetary pinion 22 does not rotate), but this rotation is caused by neither the front clutch C1 nor the rear clutch C2 acting, so the transmission 4'130, therefore,
The output shaft SH5 is in a neutral state. However, the rotation is caused by front planetary ring gear 3.
This is prevented by the parking lock mechanism provided in 8.

The parking lock mechanism is shown in Figures 4a and 4b. The parking lock mechanism includes a pawl groove formed on the outer periphery of the front planetary ring gear 28, a parking lock pole PLP, a parking lock cam PLC, and a cam drive mechanism.

The parking lock pole PLP is pivotally connected to the transmission housing by a pin Pnl, and is constantly forced to apply a clockwise force by a spring SPI as shown in FIG. 4a. The parking lock cam PLO is fixed to a shaft Pn2 which is pivotally connected to the transmission housing.

A swing plate 38a of a cam drive mechanism shown in FIG. 4b is fixed to the end of the shaft Pn2 on the near side in the drawing. The swing plate 38a has two pins Pn4 and Ph.
3 is formed, and the pin Pn4 is a tension coil spring S whose one end is locked to the transmission housing.
P2 and pin Pn5 is engaged with link rod 38b.
It engages with an elongated hole 38c formed at one end. The link rod 38b is pivotally connected to the transmission housing by a pin Pn6, and a pin Pn formed at the other end.
7 is the plunger P of solenoid 5oll and 5o12
It engages with a long hole 38d formed in ig.

When solenoid 5o12 is energized, plunger Pig
is driven to the right in Fig. 4b, so the link rod 3
A counterclockwise moment acts on pin Pn6 at 8b. This moment acts on the swing plate 38a through the elongated hole 38c and the pin Pn5 as a moment in the clockwise direction around the axis Ph2, and the swing plate 38a and the axis Pn2
and parking lock cam PLO together in the clockwise direction.

The swing plate 38a is connected to the axis Pn2. When the pin Pn4 and the locking part of the spring SP2 are rotated beyond the rotation angle that makes a line, the tension of the spring SP2 acts as a clockwise moment around the axis Ph2 with respect to the swing plate 38a, so the solenoid 5o12 is turned off. Even after the force is applied, clockwise rotational force is forced on Pn2. The state at that time is the state shown in FIG. 4a, in which the parking lock cam PLC rotates the parking lock pawl PLP counterclockwise against the spring SP1, and the parking lock pawl PLP and the front planetary ring gear 28 are rotated. It engages with a pawl groove formed on the outer periphery. In this state, the rotation of the front planetary ring gear 28,
That is, rotation of the output shaft SH5 is prevented.

When the solenoid 5oil is energized, the swing plate 38a, shaft Pn2, and parking lock cam PLC are integrally rotated counterclockwise in the reverse order of the above. This rotation is restricted by a stopper (not shown), and after the solenoid 5oil is deenergized, it is held in the state shown in FIG. 4b by the tension of the spring SP2. In this state, since the parking lock cam PLC is rotating counterclockwise in Fig. 4a, the reaction force of the spring SPI causes the parking lock pawl PLP to rotate clockwise, causing the parking lock pawl PLP and the front planetary ring to rotate clockwise. The engagement with the pawl groove formed on the outer periphery of the gear 28 is released. Therefore, the front planetary ring gear 28, that is, the output shaft 5145 is rotatable.6 Referring again to FIG. 2 and Table 1.

In the reverse mode (R mode), the OD clutch CO is in operation, so when the input shaft SH2 of the overdrive mechanism rotates to the right, the OD sun gear 21 and OD
The planetary ring gear 24 rotates to the right, and the input shaft 5143 of the transmission mechanism 30 rotates to the right.

In the transmission mechanism, the front clutch C1 is not acting and the rear clutch C2 is acting, so the sun gear 31 rotates to the left, and the third brake B3 is acting, so the carrier 36 of the front planetary pinion 35 is fixed. The pinion 35 rotates to the left. Therefore, the front planetary ring gear 38, that is, the outgut 1-shaft 5l-I5 rotates to the left. The reduction ratio at this time is -2
, 22 (minus indicates regression).

In neutral mode (N mode), OD brake BO
is acting, so the sun gear 21 does not rotate. Therefore, the input shaft SH of the overdrive mechanism
When 2 rotates to the left, the oD planetary binion rotates and the OD
Rotate the planetary ring gear 24 to the left. That is, in neutral mode, overdrive coupling is achieved. However, this rotation is not transmitted to the transmission mechanism 30 because neither the front clutch C1 nor the rear clutch C2 is acting. This is to prevent sudden fluctuations in the torque transmitted to the output shaft SH5 when the reverse mode (R mode) is selected after the neutral mode.

In drive mode (D mode), four forward gears are automatically selected. In this case, 1st gear (fastest gear)
is selected, the OD clutch CO is acting, so when the input shaft SH2 of the overdrive mechanism rotates to the left, the OD sun gear 21 and the OD planetary ring gear 24 rotate to the left, and the input shaft SH3 of the transmission mechanism 30 rotates to the left. turns left.

In the transmission mechanism, since the front clutch C1 is acting, the power is transmitted to the rear planetary ring gear 37 via the intermediate shaft SH4. As a result, rightward rotation is transmitted to the rear planetary pinion 33 and carrier 34.

On the other hand, since the rear clutch C2 is not acting, the sun gear shaft 32 is free, and the sun gear 31 rotates to the left and transmits leftward rotation to the carrier 36 of the front planetary pinion 35, but the one-way clutch F2 is not acting. Since the carrier 36 is fixed, the front planetary pinion 35 rotates to the left.

The rotation is transmitted to the front planetary ring gear 38 as a rightward rotation. That is, in the first speed, rightward rotation is transmitted from both the front planetary gear and the rear planetary gear to the output shaft SH5, and since these act differentially, a high reduction ratio (2, 45) is obtained.

2nd gear in drive mode (D mode)
is selected, the transmission mechanism 30 is activated similarly to the first speed.
The rotation is transmitted to the sun gear 3 by the first brake Bl, second brake B2 and one-way clutch F1.
1 is blocked, and rotation is no longer transmitted from the front planetary gear to the output shaft SH5. As a result, the reduction ratio becomes l,45.

When the third speed (third gear) is selected in the drive mode, the front clutch C1 and the rear clutch C2 act in the transmission mechanism 30. therefore,
Both the intermediate shaft SH4 and the sun gear shaft 32 rotate to the left. Therefore, rear planetary pinion 3
3 is fixed, the intermediate shaft SH4 and the output shaft SH4 are directly connected, and the rotational force of the input shaft SH3 is transmitted to the output shaft SH4 without being reduced (reduction ratio: 1).

When 4th speed (overdrive gear) is selected, the transmission mechanism 30
The condition is the same as the third speed, but the overdrive machine W2
The state of 0 is different. In other words, the OD sun gear 21 is fixed by applying the OD brake BO, so ○D
The rotation speed of the input shaft SH2 of the overdrive mechanism 20 is increased by the ratio of the number of teeth of the OD planetary ring gear 24 and the number of teeth of the OD sun gear 21 to the planetary ring gear 24, that is, the input shaft SH3 of the transmission mechanism 30. It will be done. The reduction ratio at this time is 0.689
becomes.

In the 2 mode, first speed and second speed are automatically selected.

In the low mode (L mode), the first speed is selected, but in the first speed of the D mode, the one-way clutch F2 idles during engine braking, so the engine brake does not act.

For this reason, the third brake B3 is applied to fix the carrier 36 of the front planetary gear to enable engine braking.

The hydraulic control system will be explained with reference to FIGS. 3a and 3b. First, reference is made to FIG. 3a.

The hydraulic control system includes an oil pump 40. Oil pan 41, pressure adjustment valve 42. Auxiliary pressure ga valve 43, throttle valve 44. Cutback valve 45. 1-2 shift valve 200. 2-3 shift valve 210. 3-4 shift valve 220. Low coast modulator valve 23
0. Reverse shift valve 240. Intermittent cost modulator valve 250. Dual sequence valve 260. Accumulator valve 320°330
．． 340. With check valve/flow control valve 311,
312, 313, 314. solenoid valve 5olvl
, 5olv2, 5olv3 m valve control unit 400 and each of these components and clutch G
o, C1, C2, brake BO, B1, B2. It consists of an oil line that connects with the hydraulic servo of B3.

The working oil pumped up from the oil pan 41 by the oil pump 40 is adjusted to a predetermined oil pressure (line pressure) by a pressure regulating valve 42 and supplied to the lines 110 and 60. The auxiliary pressure regulating valve 43 regulates the supply line pressure to predetermined torque converter pressure, lubricating pressure, and cooler pressure according to the throttle pressure of the throttle valve 200.

In the valve control unit 400, the line pressure supplied from the line 110 to the input port INI is output to the output port 0UTI according to each mode.

0UT2, 0UT3. and/or supply to 0UT5. Valve control unit 40 in each mode
The output of 0 is shown in Table 2 below.

In Table 2, '0'' indicates that line pressure is output.

Table 2 Valve control unit 4 that obtains the output shown in Table 2 above
00 will be explained with reference to FIG. 3b.

Referring to Figure 3b, valve control unit 4
00 is 3 solenoid valves S o l v A
pSolvb and 5olve and four switching valves 41
Consists of 0°420.430 and 440. The line pressure applied to the input port INI is supplied to the line 40], and the line pressure applied to the input port INI is supplied to the input port 412 of the switching valve 410.
20 input ports 422 and the input port 432 of the switching valve 430, respectively, and the lines 402, 403, and 404 through respective orifices.

The line 402 is connected to the input port of the solenoid valve 5oLvA and the input port 411a of the switching valve 410, and the line 403 is connected to the input port of the solenoid valve SolvB and the input port 421a of the switching valve 420.
The line 404 communicates with the input port of the solenoid valve Solv B and the input port 431a of the switching valve 430, respectively.

Solenoid valves 5olvA, 5olvB and 5ol
vC closes its input port when it is not energized, and opens its input port and communicates with the drain when it is energized.

Therefore, when the solenoid valve 5olvA is de-energized, the line 402 is de-energized, and when the solenoid valve SolvB is de-energized, the line 403 is the solenoid valve 5olvC.
When the solenoid valve 5olvA is energized, the line 404 becomes the line pressure, and when the solenoid valve 5olvA is energized, the line 402 becomes the line pressure.
However, when solenoid valve SolvB is energized, line 4
03, when the solenoid valve Solv C is energized, the pressure in the line 404 is exhausted.

Solenoid valves 5OIVA, 5OIVB and 5ol
energization/de-energization of vC is done by microcomputer 1, which will be described later.
The state in each mode is set by the following third
As shown in the table. In this case, II O77 indicates energization.

Table 3 Each switching valve 410, 420, 430 and 440 is as follows:
It has a valve spool with a compression coil spring installed behind it, and hydraulic chambers 411, 421, 431, 441 of each valve.
When line pressure is applied to the valve spools, each valve spool is driven against the reaction force of the compression coil spring, thereby switching the communication state of the input and output boats.

In parking mode (P mode), solenoid valves 5olvA, 5olvB and SolvC are all energized, so lines 402, 403 and 4
04 is exhausted and the switching valves 410, 420 and 4
The valve spool 30 is in the state shown. In this state, the input port 412 and the output port 413 of the switching valve 410 communicate with each other, the input port 422 and the output port 423 of the switching valve 420 are cut off, and the input port 432 and the output port of the switching valve 430 communicate with each other. 433 is connected. Therefore, the valve spool of the switching valve 440 is moved to the right in the drawing because the line pressure is applied to the input port 441a through the input port 412 and the output port '413 of the switching valve 410. That is, in the switching valve 440, the input port 442 and the output ports 444 and 445 communicate with each other, the input port 443 and the output port 446 communicate with each other, and the output port 447 is blocked. On the other hand, the input port 442 of the switching valve 440 is blocked by the switching valve 420, and the input port 443 is blocked by the output port 43 of the switching valve 430.
3 and input port 432, line pressure is available only at output port 446.

Output port 1-446 communicates via line 407 to output port 0UT3 of the valve control unit.

In the reverse mode (N mode), the solenoid valves Solv B and 5OIVC are energized, so the lines 403 and 404 are exhausted and the switching valve 4 is energized.
Valve spool 10 moves downward in the drawing, and the valve spools of switching valves 420 and 430 are in the state shown in the drawing. In this state, the input port 41 of the switching valve 410
2 and the output port 412, and the switching valve 420.
The input port 422 and the output port 423 of the switching valve 430 are cut off, and the input port 432 and the output port 433 of the switching valve 430 are communicated with each other. Therefore, the switching valve 4
The valve spool 40 is in the state shown in the figure, with the input port 442 and the output port 445 communicating, the input port 443 and the output port 447 communicating, and the output ports 444 and 446 being blocked. Input port 4
42 is shut off by the switching valve 420, and the input port 4
43 is supplied with line pressure through the output port 433 and input port 432 of the switching valve 430, so line pressure is obtained only at the output port 447. Output port 447 communicates via line 408 to output port 0UT4 of the valve control unit.

In the neutral mode (N mode), the solenoid valves 5olvA and SolvB are energized, so the lines 402 and 403 are exhausted, the valve spools of the switching valves 410 and 420 are in the state shown, and the valve spool of the valve 430 is moves downward in the diagram. In this state, the input port 4 of the switching valve 410
12 and the output port 413 are in communication, and the switching valve 4
The input port 422 and the output port 423 of the switch valve 430 and the input port 432 and the output port 433 of the switching valve 430 are cut off. Therefore, the switching valve 4
The valve spool 40 is moved to the right in the drawing, and the input port 442 and the output ports 444 and 445 are communicated with each other, and the input port 443 and the output port 446 are communicated with each other, and the output port 447 is cut off. On the other hand, since the input port 442 is blocked by the switching valve 420 and the input port 443 is blocked by the switching valve 430, the output ports 444, 445, 446 and 447
, i.e. 0UTI, 0UT2, 0UT3 and 0UT
No output is obtained for any of 4.

In drive mode (D mode) and 2 mode, only solenoid valve SolνA is energized, so
Line 402 is depressurized and the valve spool of switching valve 410 is in the state shown, switching valves 420 and 4
The valve spool 30 is in a state of being moved downward in the drawing. In this state, the input port 412 of the switching valve 410
and the output port 412, and between the input port 422 and the output port 423 of the switching valve 420, and the input port 432 and the output port 433 of the switching valve 430 are disconnected. Therefore, the switching valve 4
The valve spool 40 is moved to the right in the figure, and the input port 442 and the output ports 444 and 445 communicate with each other, and the input port 443 and the output port 446 communicate with each other.

Output port 447 is cut off. On the other hand, input port 44
2 is supplied with line pressure through the output port 423 and input port 422 of the switching valve 420, and since the input port 443 is blocked by the switching valve 430, line pressure is obtained at the output ports 444 and 445. Output port 444 is connected to output port 445 via line 405.
communicate via lines 406 to output ports 0UTI and 0UT2 of the valve control unit, respectively.

In the low mode (L mode), the solenoid valves 5olvA and SolvC are energized, so the lines 402 and 404 are exhausted and the switching valve 410 is energized.
The valve spools 430 and 430 are in the state shown in the figure, and the valve spool of the switching valve 420 is in the state moved downward in the figure. In this state, between the input port 412 and the output port 413 of the switching valve 410, the switching valve 42
0 between input port 422 and output port 423, and between input port 432 and output port 4 of switching valve 430.
33 is all connected. Therefore, the valve spool of the switching valve 440 is moved to the right in the figure fm, and the input port 442 and the output ports 444 and 44
The input port 443 and the output port 44 communicate with each other.
6 is in communication with the output port 447, and the output port 447 is cut off. On the other hand, input ports 442 and 443 are supplied with line pressure via switching valves 420 and 430, respectively, so output boats 444, 445 and 446, ie.

Valve control unit output port 0UT1.0
Line pressure is available at UT2 and 0UT3.

Referring again to Figure 3a.

Solenoid valves 5olvL and Solv2 are
The input port is closed when the current is not energized, and the input port is opened and communicated with the drain when the current is energized. solenoid valve 5
The energization Ml/non-energization of olvl and Solv 2 is set by the microcomputer described later, but P,
The conditions in the R and N modes and each gear stage (common to D and 2°L) are as shown in Table 4 below. In this, +1011 indicates energization.

4th Table 1-2 Shift valve 200, . 2-3 shift valve 2
10, 3-4 shift valve 220. Reverse shift valve 240. Each valve, such as the dual sequence valve 260, has a valve spool with a compression coil spring installed behind it, and when line pressure is applied to the hydraulic chamber of each valve, each valve spool moves accordingly to perform input/output. The boat communication status changes.

First, the parking mode (P mode) will be explained.

In this mode, the valve control unit 4
Line pressure is output to line 150 from output port 0UT3 of 00. Therefore, line 150→2-3 shift valve 210 (input port 211a→hydraulic chamber 211→
Output boat 213) → line 151 → low coast modulator valve 230 (input boat 231 → output port 232) → line 152 → reverse shift valve 240
(Input port 241a → Hydraulic chamber 241 → Output port 24
3) → The line pressure is applied to the third brake B on the line 153 route.
3 hydraulic servo.

In addition, since the solenoid valve 5olvl is energized, the line 111 communicating with the line 110 via the orifice 301 is exhausted, and the 3-4 shift valve 2
Valve spool 20 is in the state shown, with line 11
0 → 3-4 shift valve 220 (input port 225 → output port 223) → line pressure is O in the route of line 112
Supplied to the hydraulic servo of D clutch CO.

In the reverse mode (R mode), line pressure is output from the output port 0UT4 of the valve control unit 400 to the line 140.

Therefore, line 140 → 2-3 shift valve 210
(Input port 217 → Output port 216) → Line 14
Line pressure is supplied to the hydraulic servo of the rear clutch C2 through route 1.

Furthermore, the line pressure of the line 140 is applied to the hydraulic chamber 242 from the input port 242a of the reverse shift valve 240, so that the valve spool of the reverse shift valve 240 is driven to the right in the figure against the reaction force of the compression coil spring. line 110 → reverse shift valve 24
0 (input port 244 → output port 243) → line 1
Line pressure is supplied to the hydraulic servo of the third brake B3 through a path 53.

Also, since the solenoid valve 5olvl is energized, the pressure in the line 111 is exhausted and the 3-4 shift valve 22
0 valve spool is in the state shown, line 110
→ 3-4 shift valve 220 (input port 225 → output port 223) → Line pressure is OD in the line 112 route
Supplied to the clutch CO hydraulic servo.

In neutral mode (N mode), output port 01JT1,0 of valve control unit 400
UT2. ○There is no output from either UT3 or 0UT4. In addition, since the solenoid valve 5olvl is deenergized, the line 111 is pressurized, and the valve spool of the 3-4 shift valve 220 is driven to the right in the figure against the reaction force of the compression coil spring, and the line 111 is pressurized. 110→
3-4 Shift valve 220 (input port 225 → output port 224) → OD brake BO via line 113 route
Line pressure is supplied to the hydraulic servo.

In drive mode (D mode) and 2 mode, output port ○U of valve control unit 400
Line pressure is output from TI and 0UT2 to lines 120 and 1306, that is, pressure is supplied to the hydraulic servo of the front clutch CO regardless of the gear position.

In 1st gear, solenoids 5olvl and Sol
Since ν2 is energized, line 130 and orifice 30
2, a line 132 and a line 110 communicating through
The line 111 communicating with the orifice 301 is evacuated. Therefore, the 2-3 shift valve 210
The valve spool is in the state shown, and line 130→
The line pressure is transferred from the input port 202a of the 1-2 shift valve 200 to the hydraulic chamber 2 through the route of 2-3 shift valve 210 (input port 215 → output boat 216) → line 134.
02, and the valve spool of the 1-2 shift valve 200 is driven to the right in the figure against the reaction force of the compression coil spring. This makes line 121 the drain D
1 and line 136 are in communication with the drain D2, and no pressure is supplied to the hydraulic servos of the first brake B1 and the second brake B2.

Also, since the line 111 is under exhaust pressure, the valve spool of the 3-4 shift valve 220 is in the state shown in the figure.
Line pressure is supplied to the hydraulic servo of the OD clutch CO through the route of line 110 → 3-4 shift valve 220 (input port 225 → output port 223) → line 112,
OD brake B via line 113 and drain D6
O hydraulic servo is depressurized.

In second gear, solenoid 5olvl is deenergized,
Solenoid Solv 2 is energized, so line 1
11 is pressurized and line 132 is depressurized. Therefore, the valve spool of the 2-3 shift valve 210 is in the state shown, and the 1-2 shift valve 210 is
Pressure is supplied to the hydraulic chamber 202 of No. 00, but pressure is also supplied to the hydraulic chamber 241 from the line 111 via the input port 201a, so the valve spool of the 1-2 shift valve 200 is in the state shown in the figure due to the spring reaction force. becomes. In this state, line 130 → 2-3 shift valve 210 (input port 215 → output port 214) → line 134 → intermittent cost modulator valve 250 (
Input port 251 → Output port 252) → Line 13
5 → 1-2 shift valve 200 (input port 206 → output port 2 Q 5) → dual sequence valve 26
0 (input port 264 → output port 263) → line 1
The pressure is supplied to the hydraulic servo of the first brake B1 through the route No. 37.

Line 120 → 1-2 Shift valve 200 (input port 204 → output port 203) → Line 121 → Line 1
Pressure is supplied to the hydraulic servo of the second brake B2 through a route No. 22.

Also, although line 111 is pressurized, line 130
Line 131 branched from → 2-3 shift valve 210
(Input port 219 → Output port 218) → Line 1
Since pressure is also supplied to the hydraulic chamber 221 from the input port 221 of the 3-4 shift valve 220 through the path 33,
Due to the spring reaction force, the valve spool of the 3-4 shift valve 220 is in the state shown in the figure. Therefore, line 1
10→3-4 shift valve 220 (input port 225→
Line pressure is supplied to the hydraulic servo of the OD clutch CO through the output port 223)→line 112 path, and the line 11
3 and the drain D6, the hydraulic servo of the OD brake BO is evacuated.

In third gear, solenoid 5olvl is energized;
As solenoid 5olv2 is deenergized, line 111
is depressurized and line 132 is pressurized. therefore,
The valve spool of the 2-3 shift valve 210 is in a state of being moved to the right in the figure.

The line 133 communicates with the drain D3, and the line 134 communicates with the drain D4 for exhaustion.

That is, the pressure in the hydraulic chambers 201 and 202 of the 1-2 shift valve 200 is exhausted, and the valve spool of the 1-2 shift valve 200 is brought into the state shown in the figure due to the spring reaction force. In this state, line 130 → 2-3 shift valve 2
10 (input port 215→output port 216)→line 141, pressure is supplied to the hydraulic servo of rear clutch C2, and line 134 is depressurized, so the first brake B
There is no pressure supply to the hydraulic servo 2, line 120 → 1-2
Shift valve 200 (input port 204 → output port 2
03)→Line 121→Line 122, pressure is supplied to the hydraulic servo of the second brake B2.

Also, since the line 111 and line 133 are depressurized, the valve spool of the 3-4 shift valve 220 is in the state shown in the figure due to the spring reaction force, and the line 110 → 3
Line pressure is supplied to the hydraulic servo of the OD clutch CO through the path of -4 shift valve 220 (input port 225 → output port 223) → line 112, and the hydraulic servo of the OD brake BO is exhausted through the line 113 and drain D6. Ru.

In 4th speed (overdrive), solenoid 5o
With lvl and S olv 2 deenergized, lines 111 and 132 are pressurized. therefore,
The valve spool of the 2-3 shift valve 210 is in a state of being moved to the right in the drawing, and the line 133 and the line 134 are communicated with the drain D3 and the drain D4, respectively, and the pressure is exhausted. In other words.

The valve spool of the 1-2 shift valve 200 is in the state shown in the figure, and the valve spool of the 3-4 shift valve 200 is in the state moved to the right in the figure.

In this state, line 130 → 2-3 shift valve 21
0 (input port 215 → output port 216) → line 1
Pressure is supplied to the hydraulic servo of the rear clutch C2 through the path No. 41, and pressure is discharged from the line 134, so the first brake B2
There is no supply pressure to the hydraulic servo, and the line 120 → 1-2 shift valve 200 (input port 204 → output port 20
3) Pressure is supplied to the hydraulic servo of the second brake B2 via the line 121→line 122.

Also, since the valve spool of the 3-4 shift valve 200 has moved to the right in the figure, the line 110 → 3-4 shift valve 220 (input port 225 → output port 224
) → Line pressure is supplied to the hydraulic servo of the OD brake BO through the line 113, and the pressure is discharged from the hydraulic servo of the OD clutch CO via the line 112 and the drain D5.

In the low mode (L mode), the output ports 0UTI, 0UT2 and OU of the valve control unit 400
Lines 120, 130° 150 and 14 from T 3
There is a line pressure output at 0.

In this mode, only the first speed is selected, so the operation is the same as when the first speed is selected in the above-mentioned D mode.
Since the line 140 is supplied with pressure, the hydraulic chamber 242 is pressurized from the input port 242a of the reverse shift valve 240, and the valve spool moves to the right in the figure. As a result, line pressure is supplied to the hydraulic servo of the third brake B3 through the line 110→reverse shift valve 240 (input port 244→output port 243)→line 153.

Accumulator valves 320, 330, 340, etc. function to smoothly switch supply pressure/discharge pressure for clutches CO, C1 and/or C2 and brakes BO, Bl, B2 and/or B3.

See Figure 1a.

The electrical control system of the embodiment device is a microcomputer (hereinafter referred to as MPU)1. Shift 1-switch 2° waveform shaping circuit 3. Power supply unit 4. Driver seat occupant detection unit5.
Solenoid driver Drvl.

Drv2, Drv3, buzzer driver Drv4.
Key encoder En, decoder driver DDr, creep prevention switch SwC, acceleration pedal PDL
It consists of a potentiometer Po for detecting the amount of pedal stroke, a rotating magnet M a g , a magnetically sensitive reed switch upper 5 W, and the like.

IGSwl and 105w2 are switches linked to the ignition switch, and the drivers Drv2. Drv
The voltage of the on-board battery BT is supplied to the waveform shaping circuit 3.3 and Drv4 via IGSwl. A constant voltage Vc is supplied to the creep prevention switch SwC, potentiometer Po, and driver DDr via 105w2.

When the switch IGSw2 is on, the input port R3 of the MPU1 becomes H level (high level).

The solenoid driver Drvl controls solenoids 5oil and 5o of the parking lock mechanism according to instructions from the MPUI.
12 selectively energizes/deenergizes the solenoid driver Dr.
v2 is a solenoid valve 5olvA, 5olvB of the valve control unit 400 according to instructions from MPUI.
and 5olvC, and the solenoid driver Drv3 selectively energizes and deenergizes the solenoid valves 5olvl and 5olv2 in accordance with instructions from the MPU1.

When the signal from the output port of the MPUI changes to H level (high level), the buzzer driver Drv4 energizes the buzzer Bz for a predetermined period of time from the rising edge of the signal.

The rotating magnet M ag is the transmission mechanism 30 shown in FIG.
The output shaft S + (is connected to 5,
The reed switch LSw is turned on/off according to the rotation of the magnet M a g. The waveform shaping circuit 3 shapes the on/off pulse of the reed switch LSw and applies it to the interrupt port In of the MPUI.

Potentiometer PO is acceleration pedal PDL
A voltage corresponding to the amount of depression is output and applied to the analog input port ANI of the MPUI.

The anti-creep switch SWC is a mechanical self-holding switch that repeats on/off each time it is operated. When this switch is off, the input port R4 of the MPU is at L level (low level), and when it is on, it is at H level.

The shift switches are P, R, L, N, D, 2. This is a button switch consisting of six L buttons (return type), and is used to select P mode, N mode, N mode, D mode, 2 mode, or L mode. The switch operation is read by the key encoder En and applied to the input port R2 of the MPUI.

Each Shift Me switch is equipped with an LED on the back, which lights up in association with the mode being set.

The decoder driver DDr selectively activates these EDs.

The driver cold page detection unit 5 detects the driver seat occupant (
Driver) Detects the presence or absence of a passenger, and if there is a passenger, MP
The I] level is applied to the input port R1 of the UI, and when there is no occupant, the L level is applied to the input port R1 of the MPUI.

The details of the driver frozen shellfish detection unit 5 will be explained.

See Figure 1b. The driver seat occupant detection unit 5 includes a microcomputer (hereinafter referred to as CPU) 5a,
0.1 second timer TMR, oscillator OSC.

Counter CTR and parallel in/serial out/
It consists of a shift register (hereinafter referred to as PS register) PSR.

The output terminal of the 0.1 second timer TMR is connected to the interrupt port Int of the CPUI, and issues an interrupt request to the CPU1 every 0.1 seconds.

The 1st terminal of the oscillator O8C is connected to the input terminal of the counter CTR, the 2nd terminal is connected to the constant voltage Vc, and the 3rd terminal is connected to the equipment ground.
Terminals 4 and 5 are respectively connected to external capacitors Cx. In this example, the resistors are shown as rectangles, but by appropriately selecting the resistance value of each resistor, you can connect the external capacitor Cx and resistor R from terminal 1.
An output signal with a frequency proportional to the reciprocal of the product of , that is, a low frequency is obtained when the capacitance of the external capacitor Cx is large, and a high frequency is obtained when the capacitance of the external capacitor Cx is small.

The counter CTR counts up at the rising edge of the oSC output signal. A 16-bit parallel output terminal of counter CTR is connected to a 16-bit parallel input terminal of PS register PSR. Further, the reset input terminal Rst of the counter CTR is connected to the output port P1 of the CPU1.

The clock input terminal of the PS register PSR is connected to the output port 1-P2 of the CPU1, and the clock inhibit input terminal CI
is connected to the output port P3 of the CPUI, and the shift load input terminal SL is connected to the output port P4 of the CPUI.

The PS register PSR presets each bit of 16-bit data applied to the parallel input terminal at the rising edge of the shift load pulse from CPU1 applied to the shift load input terminal SL, and presets the 16-bit data applied to the clock input terminal CI to CPU1. When the clock input signal from the CPU becomes L level, the preset data is serially output from the output terminal OUT to the serial input port R1 of the CPUI in synchronization with the clock pulse applied to the clock input terminal CLK.

The capacitor Cx shown here is connected to the detection electrode EL provided on the seat cushion SC of the driver's seat ST, as shown in FIG.
This is an occupant detection capacitor composed of a body ground portion such as r. That is, the detection electrode EL is connected to the fourth terminal of the oscillator oSC, and the body ground is connected to the fifth terminal.

The detection electrode EL will be explained in more detail with reference to FIGS. 8a, 8b, and 8c.

FIG. 8a is a fragmentary cross-sectional view of a part of the sheet ST. The seat ST consists of a seat cushion SC, a seat pack SB, and a headrest SH, and although there are differences in the support structure of each part, each is a full-form seat using a pad made of urethane molding.

Seat shoes shown in Figure 8a, John SC's ■B-■B
A line cross-sectional view, that is, a cross section perpendicular to the vehicle traveling direction of the seating area of the occupant MAN is shown in FIG. 8b. Referring to FIG. 8b, the seat cushion SC covers the surface of the urethane seat cushion pad 60 supported on the resin pad support 70 with the trim cover assembly 50, and covers both ends of the trim cover assembly 50. It has a suspended structure in which it is held in place by the pad support 70 and in some places held in place on the back side of the seat cushion pad 70 by tension ropes through the through holes 61 and 62 of the seat cushion pad 60.

The detection electrode EL is incorporated into the trim cover assembly 50, and the lead wire 53 of the detection electrode EL is connected to the through hole 62.
The oscillator O5C (
(see Figure 8a).

Trim cover assembly 50 for detection electrode EL integration part
The configuration is shown in more detail in FIG. 8C. In FIG. 8c, 51 is a skin, 52 is a wadding made of a sponge sheet that creates a three-dimensional effect of the trim cover assembly, and 54 is a wadding.
is a wadding cover. The detection electrode EL is made of a conductive woven fabric obtained by electroless nickel plating, and is sandwiched between the wadding 52 and the wadding cover 54 and sewn simultaneously when the trim cover assembly 50 is sewn.

The size of the lead wire 53 varies depending on the range in which the occupant is detected, but in this embodiment, it is approximately 30 cm square, and the end portion is formed into a ribbon shape to constitute the lead wire 53.

In this way, the detection electrode EL can be incorporated without increasing the manufacturing process of the trim cover assembly 50, and since the material of the detection electrode EL is similar to the material of other components of the trim cover assembly, the detection The trim cover assembly 50 of the electrode EL installation part can be handled in exactly the same way as other parts 6 In other words, by incorporating the detection electrode EL into the trim cover assembly 50,
There is no effect on workability, appearance, seating comfort, etc.

Outer skin 51° wadding 52. that constitutes the trim cover assembly. Wadding cover 53 and.

Seat cushion pad 60 and pad support 7
Since all zeros are insulators, the detection pole EL is isolated from body ground. therefore.

A capacitor is formed by the detection electrode EL and the body ground. As shown schematically in FIG. 6 by dashed lines, if an appropriate voltage is applied between these, for example with the detection electrode EL set as positive, lines of electric force will emerge from the detection electrode. When the occupant VAN is seated on the seat ST, the occupant MAN interlinks the lines of electric force, so that the capacitance of this capacitor changes greatly. Since the change is caused by the dielectric constant of the human body, it is different from, for example, when luggage is placed on the seat ST.

FIG. 7 is a graph showing an example of changes over time in the oscillation frequency f (solid line) of one oscillator OSC and the reference data Ref (broken line). The operation of the driver frozen shellfish detection unit 5 will be explained.

When the power is turned on and a predetermined voltage is supplied to each part, the CPU 5a resets and initializes the internal registers, flags, input/output ports, and each component, and sets them to 0.
Construct a loop that waits for an interrupt request from the 1-second timer TMR.

When an interrupt request is made by the 0.1 second timer TMR, the value of register Ra is first stored in register Rb.

As will become clear from the following explanation, the value of this register Ra is the frequency data at the time of the previous timer interrupt (that is, the frequency data 0.1 seconds ago: daily frequency data).

Subsequently, shift 1 to load pulses (H level) are output from the output port P4, and each bit of the PS register PSR is preset with 16-bit data given by the counter CTR. Thereafter, a reset pulse (L level) is output from the output port PL to reset the counter CTR. In other words.

Counter CTR counts the number of pulses generated by one oscillator OSC from the occurrence of an interrupt of timer TMR to the occurrence of the next interrupt.

Next, the clock in-hipit signal is changed to L level and outputted from the output port P3. As a result, the PS register PSR serially outputs the preset data from the output terminal 0TJT in synchronization with the clock pulse, so this output, that is, the data input to the serial input port R1, is read and stored as new frequency data in the register Ra. do.

When the storage of the new frequency data into the register Ra is completed, the clock inhibit signal (output from port P3) is changed to the I level.

In the following routine, flag M is set (1) when the presence of occupants is detected, and flag M is reset (0) when no occupants are detected. (0) Continue the explanation assuming that it is.

Register Ra stores the current frequency data (new frequency data), and register Rh stores the frequency data at the time of the previous timer interrupt (day frequency data), so the register is stored from the value of register Rh. The value obtained by subtracting the value of Ra is stored in register Rc as change amount data, and the value of register Ra is stored in register Ref as reference data.

Here, the value of the register Rc (change amount data) is compared with a threshold value C set by actually measuring the oscillation frequency of the oscillator O8C. At this time, if the value of the register Re (change amount data) is less than the threshold value C, the process returns to the interrupt request waiting loop of the 0.1 second timer TMR, but when the driver seats on the seat 1-ST, the detection electrode EL The capacitance (capacitance of the person detection capacitor) with the body ground increases rapidly, and the value (change amount data) of the register Rc exceeds the threshold value C. In that case, set flag M (1) and output port P.
I from 5! The level is output toward the input port R1 of the MPU.

When flag M is set (1), from the next timer interrupt, the value of register Ref (reference data: fixed when flag M is set) is compared with the value of register Ra (new frequency data at that time).

While the driver is seated on the seat ST, the value of the register Ra is less than the value of the register Ref in this comparison, so the flag M is not changed.

When the driver gets off the seat ST, detection 7r! , pole E
The capacitance between L and body ground (the capacitance of the person detection capacitor decreases again to near its original value, and the oscillator O
Since the oscillation frequency of 8C increases, in this comparison, the value of register Ra (new frequency data at that time) exceeds the value of register Ref (reference data fixed when flag M is set). This determines that there are no personnel and flags M.
Reset (0) and set the torque M from output port P5.
The input capo of PU1 is output towards R1.

Figures 9, tob, 10c, and 10d.

The operation of the MPU 1 shown in FIG. 1a will be described with reference to the flowcharts shown in FIGS. 10e, 10f, 10g, 10h, 1Oi, and 10j.

Referring to FIG. 9 (main routine), when the on-board battery BT is installed and power is supplied, the internal register,
The flags, input/output ports, and each component are reset and initialized, and a loop is configured to wait for the driver to board.

Here, standby mode processing, which will be described later, is executed.

When the driver gets on board and the signal from the driver cold shellfish detection unit 5 becomes I-level, the input port R3
Check the status of. If this boat is a Trubel, the ignition switch is off, so the PN mode described below is executed, but if it is a Trubel, the ignition switch is on, so the creep prevention process, input reading process, and processes corresponding to each mode are repeated. Execute.

Although not shown, during this period, the MPUI measures the cycle of the pulses applied to the interrupt input port Int, calculates the vehicle speed, and stores it in the register V.

Creep prevention processing is performed in drive mode (D mode), 2
The creep prevention process will be described with reference to the flowchart shown in FIG. 10a.

When the speed in register ■ exceeds the minimum vehicle speed Vmin that can be considered stopped, a 1 (
When values other than 3 (indicates parking mode setting) and 3 (indicating neutral mode setting) are stored, or when creep prevention switch SwC is off, the flag FT is set (1) because creep prevention processing is not required. If so, reset it (O) and return to the main routine.

If not, clear and start the T-timer (internal timer) and start measuring the time the vehicle is stopped.
Time T2 during which that time can be considered as a stoppage such as waiting at a traffic light, etc.
When it exceeds 3, 3 is stored in register FG. As a result, when returning to the main routine, the N mode process is executed and the neutral mode (N mode) is set.

The input reading process is a process of reading the operation of the shift switch 2. This will be explained with reference to the flowchart shown in FIG. 10b.

When switch P is operated, if the speed in register V exceeds the minimum vehicle speed Vmin at which the vehicle can be considered stopped, or if 1 (indicating parking mode setting) is already stored in register FG, the process returns to the main routine. However, if this is not the case, 1 is stored in the register FG, the flag FI is reset (to 0), and the process returns to the main routine.

When switch R is operated, the speed of register V exceeds the minimum vehicle speed Vfflin at which the vehicle can be considered stopped.

Alternatively, if 2 (indicating reverse mode setting) is already stored in register FG, return to the main routine, but if not, store 2 in register FG, reset flag FI (to 0), and return to main routine. Return to.

When switch N is operated, if the register FG has already stored l (indicating the neutral mode setting), the process returns to the main routine, but if not, it stores 3 in the register FG and resets the flag FI (0). ) and return to the main routine.

When switch D is operated, if 4 (indicating drive mode setting) is already stored in register FG, the process returns to the main routine, but if not, 4 is stored in register FG and flag FI is reset ( 0) and return to the main routine.

When switch 2 is operated, if 5 (indicating 2 mode setting) is already stored in register FG, the process returns to the main routine, but if not, 2 is stored in register FC and flag FI is reset ( 0)
and return to the main routine.

When switch L is operated, if 6 (indicating low mode setting) is already stored in register FC, the process returns to the main routine, but if not, 6 is stored in register FG.

The flag FI is reset (0) and the process returns to the main routine.

In the main routine shown in FIG. 9, when 1 is stored in register FG, P mode processing is executed. 10c
P mode processing will be explained with reference to the drawings.

When 1 is stored in the register FH, the P mode is being set, and there is no need to execute this process, so the process returns directly. Otherwise, the solenoid driver Drvl is set to the parking lock gutter solenoid 5o12.
clears the T timer (internal evening, now) and
Start and start measuring the energization time. Also, the valve control unit 4 is connected to the solenoid driver Dry2.
00 solenoid valves 5olvA, 5olvB, and 5olvC are energized, and the decoder driver DDr is instructed to display switch P.

When the value of the T timer exceeds the time T1, which is sufficient for the solenoid 5012 to drive the parking lock cam PLC, the solenoid driver Drvl is activated by the solenoid 5o1.
2 and stores 1 in the register FH, and further instructs the solenoid driver Drv3 to energize the solenoid valve 5olvl of the hydraulic control system and deenergize the solenoid valve 5olv2.

When 2 is stored in register FG, R mode processing is executed. The R mode processing will be explained with reference to FIG. 10d.

When 2 is stored in register FH, the R mode is being set, and there is no need to execute this process, so the process returns directly. However, when 1 is stored, the P mode is being set and the parking lock mechanism is turned on. Therefore, the solenoid driver Drvl is instructed to energize the solenoid 5oll of the parking lock mechanism, and the T timer (internal timer) is cleared and started to start measuring the energization time. When the value of the T timer exceeds T1 for a sufficient time to drive the parking lock cam PLO by the solenoid 5oll,
Instructs solenoid driver Drvl to deenergize solenoid 5o11.

If a value other than 1.2 is stored in register FH, execute as follows.

That is, the solenoid driver Drv2 is instructed to de-energize the solenoid valve 5olvA of the valve control unit 400 and the solenoid valves 5olvB and 5olvC are energized, the decoder driver DDr is instructed to display the switch R, and 2 is stored in the register FH. , Furthermore, a solenoid valve 5ol of the hydraulic control system is installed in the solenoid driver Drv3.
Instructs to energize vl and deenergize 5olv2.

When 3 is stored in register FG, N mode processing is executed. N mode processing will be described with reference to FIG. 10e.

When 3 is stored in register FH, N mode is being set, and there is no need to execute this process, so return as is; however, when 1 is stored, P mode is being set, so the same as above. process to release the parking lock mechanism.

If a value other than 1 or 3 is stored in register FH, execute as follows.

That is, it instructs the solenoid driver Drv2 to energize solenoid valves 5olvA and SolvB and de-energize solenoid valves 5olvC of the valve control unit 400, instructs the decoder driver DDr to display switch N, and stores 3 in register F14. Furthermore, the solenoid valve S of the hydraulic control system is installed in the solenoid driver Drv3.
Instructs deactivation of olv1 and 5olv2.

When 4 is stored in register FG, D mode processing is executed. D mode processing will be explained with reference to FIG.

When 1 is stored in the register FH, the P mode is being set, so the same process as above is performed to release the parking lock mechanism.

If a value other than 1 or 4 is stored in register FH, execute as follows. That is, solenoid driver Dr.
At v2, the solenoid valve 5olvA of the valve control unit 400 is energized, SolνB and Solv
It instructs deactivation of switch D, instructs decoder driver DDr to display switch D, and stores 4 in register I''H.

Below, and when 4 is stored in the register FH, select the gear according to the shift line shown in Fig. 5, and attach the solenoid valves 5oLvL and 5olv2 of the hydraulic control system to the solenoid driver Drv3 as appropriate. Instructs to turn on/off.

In the shift diagram shown in FIG. 5, the horizontal axis indicates the rotation speed of the output shaft SH5 (ie, vehicle speed), and the vertical axis indicates the throttle valve opening (ie, the amount of depression of the accelerator pedal PDL). The solid line UPI indicates an upshift from 1st gear to 2nd gear.

The solid line UP2 indicates upshift 1- from 2nd gear to 3rd gear.
The solid line UP3 indicates an upshift from 3rd gear to 4th gear (○D), the broken line DWI indicates a downshift from 2nd gear to 1st gear, and the broken line DW2 indicates a shift from 3rd gear to 2nd gear. The broken line DW3 shows the downshift from 4th speed (OD) to 3rd speed.

In MP"Ul, this shift diagram is stored in the internal ROM as a digital table.

When 5 is stored in register FG, 2-mode processing is executed. Two-mode processing will be described with reference to FIG. 10g.

When 1 is stored in the register FH, the P mode is being set, so the same process as above is performed to release the parking lock mechanism.

If a value other than 1.5 is stored in register FH, execute as follows. That is, the solenoid driver Dr
energizing the solenoid valve SolvA of the valve control unit 400 and SolνB and 5o in v2.
It instructs to de-energize 1vC, instructs the decoder driver DDr to display switch 2, and stores 5 in register FH.

In the following, and when 5 is stored in the register FH, the gear stage is selected according to the shift line shown in FIG. Instructs to energize/deenergize. However, an upshift from third speed to fourth speed (OD) and a downshift from fourth speed (OD) to third speed are not performed.

When 6 is stored in register FG, L mode processing is executed. The L mode processing will be explained with reference to FIG. 10h.

When 2 is stored in register FH, L mode is being set, and there is no need to execute this process, so the program returns as is. However, when 1 is stored in register FH, P mode is being set. Therefore, perform the same process as above to release the parking lock mechanism.

If a value other than 1 or 6 is stored in register F1], execute as follows.

That is, in order to prevent the engine from overrevving when the vehicle speed (value of register V) exceeds a predetermined value VL, the solenoid driver Drv2 is activated and the solenoid valve 5olvA of the valve control unit 400 is activated.
Instructs the de-energization of lv B and 5olvC, instructs the decoder driver DDr to display switch L, and instructs the solenoid driver Drv3 to turn off the solenoid valve 5o of the hydraulic control system.
2nd speed is selected by instructing to de-energize lvl and energize Solv2, and when the speed is lower than that, solenoid driver Dr
v2, the energization of solenoid valves 5olvA and 5olvC of the valve control unit 400 and Solv
B is de-energized, and the solenoid driver Drv3 is instructed to de-energize the solenoid valves 5olvl and Solvl of the hydraulic control system.
V2 is activated to select the first speed. This aspect is shown in FIG. 5 as a single-dot chain fiDWL in the transmission diagram.

If the ignition switch is turned off while the driver is in the vehicle, only the parking lock mechanism can be locked/unlocked.

This process is the PN mode process described above. This will be explained with reference to FIG. 10j.

In PN mode processing, if the value of register FG is not 1 (P mode) when switch P is operated, the parking lock mechanism is operated in the same way as the P mode processing described above, and when switch N is operated, register FG is set to 1 (P mode). If the value of FG is not 2 (N mode), the parking lock mechanism is released in the same manner as the above process.

MPUl automatically sets the P mode when the driver gets off the vehicle. This is standby mode processing and will be explained with reference to FIG. 10i.

In standby mode processing, if 1 is stored in register FG, there is no need to perform this processing and the process returns to the main routine; otherwise, register FG is stored in register FG.
1 is stored in G, and the solenoid driver Drvl is instructed to energize the solenoid 5012 of the parking lock mechanism for a predetermined period of time to operate the parking lock mechanism in the same manner as the P mode process described above.

Ignition key is off and input port P3 is low
If the level is the level, the return is made as is, but when the ignition key is on, the solenoid valves 5olvA and 5olv of the valve control unit 400 are sent to the solenoid driver Drv2 in the same way as the P mode processing described above.
Instructs to energize L1 and 5olvC, instructs decoder driver DDr to display switch P, and registers FH
Store 1 in .

〔Effect of the invention〕

As explained above, according to the on-board transmission operating mode control device of the present invention, when the absence of the driver is detected, the operating mode control means changes the operating mode of the on-board transmission to the output shaft connected to the wheel. Since the parking mode is set to a fixed parking mode, even if a passenger left inside the vehicle accidentally operates the input means while the engine is running, the on-board transmission will not be set to the wrong operating mode and the vehicle will not start moving. .

Therefore, for example, even if the input means is a push-button switch, which has a difficult mechanical configuration that fixes the input to a specific range and then releases it easily only with a driver, the input cannot be input without the driver. Since the on-vehicle transmission is set to the parking mode regardless of the presence or absence of the vehicle, there is no need for any particularly complex mechanical installation.

[Brief explanation of drawings]

Figures 1a and 1b show an electric control system of an automatic transmission device for a vehicle implementing the present invention as an example, Figure 2 shows the mechanical structure thereof, and Figures 3a and 3b
The figures are block diagrams showing the hydraulic control system. Fig. 4a is a partial sectional view showing the structure of the parking lock mechanism, and Fig. 4b is a structural diagram showing the structure of the mechanical part of the parking lock mechanism. FIG. 5 is a graph showing a speed change diagram. Figure 6 shows the detection electrode EL provided on the driver's seat ST.
FIG. 2 is a partial side view of the vehicle showing the arrangement of the vehicle. Figure 7 shows the oscillation frequency f of the oscillator oSC shown in Figure 1b.
3 is a graph showing an example of a change in reference data Ref over time. Fig. 8a is a partially exploded perspective view showing the configuration of the seat ST of the driver's seat, Fig. 8b is a sectional view taken along the line ■B-■B of the seat cushion SC shown in Fig. 8a, and Fig. 8C is Fig. 8a and Fig. 8b. FIG. 3 is a perspective view showing the configuration of a trim lever assembly 50 of the seat 1 cushion SC shown in the figure. Figures 9, 10a, iob, and 10c. 10d, 10e, 10f, tog, 10h, 10i and 10j. 1a is a flowchart schematically showing the operation of the microcomputer l shown in FIG. 1a. FIG. 11 shows the microcomputer 5 shown in FIG. 1b.
2 is a flowchart showing a schematic operation of step a. 1: Microcomputer (mode control means) 2: Shift switch (input means 2-hand WIJJ operation switch) 3:
Waveform shaping circuit 4: Power supply unit 5: Driver seat occupant detection unit 1.5: (person detection means) 5a: Microcomputer IO: Torque converter 11: Pump impeller 12:
Turbine runner 13: Stator 20 Niopatribe mechanism 21.31: Sun gear 22.33.35: Planetary pinion 23.34.
36: Carrier 32: Sun gear shaft 24.37.3
8: Planetary ring gear 38a: Swing arm
38b Nilinkurot 38c, 38d: Long hole
40: Pump 41 oil pan 42, 43:
Pressure adjustment valve 44: Throttle valve 45: Cutback valve 50 Nidrim cover assembly 51: Skin 52: Wading 53: Lead wire 54: Wadding force bar 60 = Seat cushion pad (IT, 62: Through hole 70: Pad sabot -1
-110,111,120,121,122,130,
131, 132, 133, 13/I, 135°136
, 140.141 , 150.151 , 152,40
1.401, /103,404.405°406, /
109,408 Niline 200.210,220,240: Shift valve 23
0.250: Modulator valve 260: Dual sequence valve 301.302 Niorifice 311.312, 313, 314: Flow rate control valve 3
20.330,340: Accumulator valve 40
0: Valve control unit 410.420, 430, 440: Switching valve Drv
l, Drv2. Drv3. Drv4. DDr: Driver 5oil, 5o12: Solenoid 5oLvA, 5o1v13, 5olvC, 5olvl,
5olv2: Solenoid valve BZ = Buzzer BT = On-board battery IGSw
l, Ding GSw2: Switch PDL: Acceleration pedal Po: Potentiometer SSC: Creep prevention switch LSw: Reed switch Mag: Rotating magnet 1
-En: Key encoder C-R: Counter OSC: Oscillator (oscillation means)
PSR: Parallel/serial array 1~/Shift register crn, osc, psr+: (capacitance detection means)
TMR: 0.1 second timer 5a, TMR: (signal processing means) BO, old, 1112. H3 brake CO, CI, C2: Clutch F, FO, Fl, F2: One-way clutch 511
1,5112.5113. SH4, SH5: Shaft 5
1+5: (Ara 1-put shaft) Pnl, Pn
4. Pn5. Pn6. Pn7: Pin Pn2: Axis
SPI, SF3 Nispring ST: Driver seat (driver seat) SC: Seat cover SB Nijidopack SH: Headrest EL
: Detection electrode (first electrode) ROOF : Roof Fl
or: Floor, Floor ROOF, Floor: (2nd electrode, body ground) MAN: Personnel voice 2 figure 4a voice 4b figure door 5 ward 7 Y boo /) n y fu) fflkN (rpm) 6
Diagram R○○F door 7z ↑ Ward 8a ○SC East 8b Zusei 9 Fig. J10a123 Door ○i Fig.

Claims (9)

[Claims] (1) It has at least a driving mode and a parking mode,
an on-vehicle transmission that transmits the driving force of the engine to an output shaft coupled to the wheels in a driving mode, and fixes the output shaft in a parking mode; for inputting a selection instruction for selecting an operating mode of the on-vehicle transmission; Input means; Personnel detection means for detecting the presence or absence of a person in a driver seat on which a driver is seated; and Control means for setting the operation mode of the on-vehicle transmission according to a selection instruction from the input means, wherein the person detection means An operation mode control device for an on-vehicle transmission, comprising: an operation mode control means for setting an operation mode of the on-vehicle transmission to a parking mode when the means detects that no one is present. (2) The person detection means includes a first electrode and a second electrode that form an electric field that includes at least a portion of the person when the person is seated on the driver seat; the first electrode and the second electrode; capacitance detection means for detecting capacitance between the first electrode and the second electrode detected by the capacitance detection means;
A signal processing means for monitoring the capacitance between the capacitance and the electrode and detecting the presence or absence of personnel from the change in the capacitance;
An operation mode control device for an on-vehicle transmission according to claim (1). (3) The signal processing means detects the presence of a person when the capacitance between the first electrode and the second electrode detected by the capacitance detection means increases, and when the capacitance decreases, the signal processing means detects that a person is present. An operation mode control device for an on-vehicle transmission according to claim (2), which detects the absence of personnel. (4) The signal processing means determines that there is a personnel presence when the amount of increase in capacitance between the first electrode and the second electrode per predetermined time detected by the capacitance detection means exceeds a predetermined value. The operating mode control device for an on-vehicle transmission according to claim 3, which detects the absence of personnel when the capacitance decreases. (5) The capacitance detection means includes oscillation means that generates a signal with a frequency corresponding to the capacitance between the first electrode and the second electrode. The operation mode control device for an on-vehicle transmission as described in 2. (6) The on-vehicle vehicle according to claim (5), wherein the oscillation means generates a signal whose frequency decreases as the capacitance between the first electrode and the second electrode increases. Transmission operating mode control device. (7) The operation mode control device for an on-vehicle transmission according to claim (2), wherein the first electrode is attached to the driver seat. (8) The operation mode control device for an on-vehicle transmission according to claim (2) or (7), wherein the second electrode is a body ground of the vehicle. (9) The on-vehicle transmission is an automatic transmission, and the input device is a manually operated switch.
2) The operation mode control device for an on-vehicle transmission as described in item 2).