JPS63284054A - Engine controller for vehicle - Google Patents

Abstract

PURPOSE:To certainly prevent the theft for a car by stopping an engine when an input for changing the operation mode of a transmission in the state where no driver is present on a driver's seat during the engine operation is transmitted or the input is supplied before a user is discriminated. CONSTITUTION:A driver detection unit 5 for detecting the presence of a driver on a driver's seat and the first input means 2 for inputting the selection support for detecting the operation mode of a transmission are provided. Further, a remote control unit 6 which receives the signal transmitted in the case when a code transmitter carried by a user is operated, by using a code receiver, is provided. When the code received by the code receiver accords with the code memorized in a memory means in an MPU1, engine start is permitted. Further, if selection instruction input is supplied from the first input means 2, when the driver detection unit 5 detects no presence of the driver during the engine revolution, the engine is controlled to stop.

Description

[Detailed Description of the Invention] [Object of the Invention] (Industrial Application Field) The present invention relates to a vehicle engine control device, and in particular, the present invention relates to a vehicle engine control device that is equipped with a remote control means such as a radio to control the engine from a location remote from the vehicle. The present invention relates to an engine control device for starting an engine.

(Prior Art) There is a device that remotely starts an engine wirelessly. In this device, when an engine starting signal is transmitted from a portable wireless transmitter, a receiver installed in the vehicle receives the signal and energizes the starter motor of the engine. In other words, you can start the engine from inside the vehicle without having to go to the vehicle, which is convenient when warming up the vehicle or adjusting the temperature inside the vehicle by operating the air conditioning system before getting into the vehicle. .

By the way, when a vehicle user remotely starts an engine using this type of remote starting device, he or she generally does not check the operating mode of the transmission. For this reason, an engine start signal may be transmitted even though the transmission is set to drive mode (a mode in which the driving force of the engine is transmitted to the wheels).

In such cases, to prevent the vehicle from running unattended by starting the engine,
A switch called a neutral starter switch is inserted into the starter motor's energizing circuit, which shuts off the energizing circuit and prohibits energizing the starter motor when the transmission is set in a running mode.

(Problems to be Solved by the Invention) As described above, even in vehicles equipped with conventional remote starting devices, safety is sufficiently ensured when starting the engine, but the safety of the vehicle while the engine is energized is It cannot be said that it is sufficient.

In other words, after a user leaves the vehicle and remotely starts the engine, the vehicle may be left unattended with the engine turned on (energized) until the user gets into the vehicle. or pranks are likely to occur.

For this reason, even if countermeasures are taken to prevent third parties from entering the vehicle, such as by locking the seat back of the driver's seat in a forward-leaning position, especially in vehicles equipped with automatic transmissions, if you overdo it, Since the shift lever can be operated from the bara-senger seat, it is insufficient as a anti-theft cable.

SUMMARY OF THE INVENTION An object of the present invention is to provide an engine control device that ensures high maintenance of a vehicle from the time the engine is remotely started until the authorized user of the vehicle gets into the vehicle.

[Structure of the invention]

(Means for Solving the Problems) In order to achieve the above object, the vehicle engine control device of the present invention includes a person detection means for detecting the presence or absence of a person in the on-board seat for the driver; an on-board transmission; A first input means for inputting a selection instruction for selecting an operation mode; a second input means for inputting identification information; an information storage means storing vehicle-specific identification information; input from the second input means; Matching signal output means for outputting a matching signal when the identified identification information matches the identification information stored in the storage means; Code transmitting means for transmitting the code: For receiving the code from the code transmitting means. code receiving means; and an engine control means comprising a code storage means storing a vehicle-specific code; Then, the engine is started to be energized, and thereafter the engine is continuously energized, and the selection instruction input from the first input means or the coincidence signal output means is performed while the person detection means detects that there is no person present. If a selection instruction is input from the first input means while the coincidence signal is not being output, or if the output of the coincidence signal is stopped after the coincidence signal is output from the coincidence signal output means, the engine is de-energized. .

(Operation) According to this, when a selection instruction to change the operation mode of the transmission is inputted while the engine is energized and there is no person in the driver seat, or when the engine control means receives the identification information unique to the vehicle. When the selection instruction is input before the selection instruction is input, the engine is de-energized, making it impossible for a third party other than the authorized user who can input identification information unique to the vehicle to operate the vehicle.

Therefore, for example, if the second input means is an ignition key, after the user energizes the engine using the code sending means at a location away from the vehicle.

The maintenance of the vehicle is ensured until the user gets in the vehicle, attaches the ignition key, and turns on the ignition, for example.

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 to 1h show an electric control system of a power mechanism of a vehicle implementing the present invention as an example, Figure 2 shows its mechanical system, and Figure 3a
The hydraulic control system is shown in Fig. 3 and Fig. 3b, respectively.

The power mechanism of this embodiment employs an automatic transmission device, which will be explained with reference to FIG. 2.

The automatic transmission device shown in FIG. 2 includes a torque converter 10. It includes an overdrive mechanism 20 and a transmission mechanism 30, and has a parking mode (P
mode), reverse mode (N mode), neutral mode (N 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, and the inside thereof 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 engine crankshaft SHI, 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. ○D 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 binion 22 is coupled to the input shaft 5) (2).

The other end is connected to a 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 BDYI (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 C1, rear clutch C2゜1st
Brake BL, second brake B2 and third brake B
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 B1 is provided between the sun gear shaft 32 and the fixed part BDY2, and a one-way clutch F is provided with a second brake B2 between the fixed part BDY2 and the sun gear shaft 32.
1 is engaged with 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 third brake B3 is engaged with the fixed part BDY2 (transmission housing) and is also connected between the fixed part BDY2 and the fixed part BDY2.
A one-way clutch F2 is connected.

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 Table 1, at Ou 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 device 4110 is activated, so the input shaft SH2 rotates to the right (in Fig. 3, the right screw rotates from right to left). Assuming that the direction of rotation is clockwise (hereinafter), the OD sun gear 21 and the OD planetary ring gear 24 rotate to the right (the 00 planetary pinion 22 does not rotate), but this rotation is caused by the rotation of the front clutch C1 and rear clutch C2. Since none of them are acting, no transmission is made to the transmission mechanism 30. Therefore, the output shaft SH5 is in a neutral state.

However, the rotation is caused by the front planetary ring gear 38.
This is prevented by the parking lock mechanism.

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 ball PLP is pivotally connected to the re-transmission housing by a pin Pnl, and is constantly forced to apply a clockwise force by a spring SPI in FIG. 4a. The parking lock cam PLC 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 Pn.
5 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 solenoid 5 oil and plunger P of 5o12
It engages with a long hole 38d formed in ig.

When solenoid 5o12 is energized, plunger Pig
is driven to the right in Figure 4b, so link lot 3
A counterclockwise moment acts on pin Pn6 at 8b. This moment acts on the swing plate 38a as a clockwise moment around the axis Pn2 through the elongated hole 38c and the pin Pn5, and the swing plate 38a and the axis Pn2
and parking lock cam PLC 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 Pn2 with respect to the swing plate 38a, so the solenoid 5o12 is turned off. Even after the force is applied, a clockwise rotational force is applied to the shaft Pn2. The state at that time is the state shown in FIG. 4a, in which the parking lock cam PLO rotates the parking lock pawl PLP counterclockwise against the spring SPI, 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 5011 is energized, the swing plate 38a, shaft Pn2, and parking lock cam PLO are integrally rotated counterclockwise in the reverse order of the above. This rotation is restricted by a stopper (not shown), and after the solenoid 5011 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 PLO 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. In other words, the output shaft SH5 is rotatable.

Referring again to FIG. 2 and Table 1.

In the reverse mode (N mode), the OD clutch CO is in action, 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 SH3 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 right, and the third brake B3 is acting, so the carrier 36 of the front planetary pinion 35 is fixed. As a result, the pinion 35 rotates to the left. Therefore, the front planetary ring gear 38, that is, the output shaft SH5 rotates to the left. The reduction ratio at this time is -2,22
(Minus indicates regression).

In neutral mode (N mode), ○D brake BO
is acting, so there is no rotation of the sun gear 21. Therefore, the input shaft SH of the overdrive mechanism
When 2 rotates to the right, the OD planetary pinion rotates and becomes ○D.
Rotate the planetary ring gear 24 to the right. That is, in neutral mode, overdrive coupling is achieved. However, since neither the front clutch CI nor the rear clutch C2 is acting, this rotation is not transmitted to the transmission mechanism 30. This is because when the reverse mode (N mode) is selected after the neutral mode, the torque This is to temporarily lower the transmission rate and prevent sudden fluctuations in the torque transmitted to the output shaft SH5.

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 right, the OD sun gear 21 and the OD planetary ring gear 24 rotate to the right, and the input shaft SH3 of the transmission mechanism 30 rotates to the right. Turn right.

In the transmission mechanism, since the front clutch CI is acting, the signal is transmitted to the rear planetary ring gear 37 via the intermediate shaft SH4. This results in
The 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 right 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 right, and the rotation is transmitted to the front planetary ring gear 38 in the right direction. In other words, in 1st gear,
Rightward rotation is transmitted from both the front planetary gear and the rear planetary gear to the output shaft SH5, and since they act differentially, a high reduction ratio (2, 4
5) 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 the rotation is no longer transmitted from the front planetary gear to the output shaft SH'5. As a result, the reduction ratio becomes 1.45.

When the transmission n30 is in the position, the front clutch CI and the rear clutch C2 act in the transmission n30. Therefore, intermediate shaft SH4 and sun gear shaft 3
2 both rotate to the right. Therefore, the rear planetary binion 33 is fixed and 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 decelerated (reduction ratio 1).

When 4th speed (overdrive gear) is selected, the transmission mechanism 30
The state of is the same as 3rd gear, but overdrive mechanism 2
The state of 0 is different. In other words, the OD sun gear 21 is fixed by applying the OD brake BO, so the OD
The planetary ring gear 24, that is, the input shaft SH3 of the transmission mechanism 30, is rotated by increasing the rotation speed of the input shaft SH2 of the overdrive mechanism 20 by the ratio of the number of teeth of the ○D planetary ring gear 24 and the number of teeth of the OD sun gear 21. can get. 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 adjustment 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. Flow control valve with check valve 311, 3
12,313,314. solenoid valve 5olv 1
, 5olv2, 5olv3, valve control unit 400 and each of these components and clutch CO
, 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 sent to the output port OUT1 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, 110 I+ 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
Consists of vSolvb and SOIV C and four switching valves 410°, 420, 430 and 440. The line pressure applied to the input port IN1 is supplied to the input port 401, the input port 412 of the switching valve 410, the input port 422 of the switching valve 420, and the input port 432 of the switching valve 430. Through lines 402, 403 and 404
is supplied to.

The line 402 is connected to the input port of the solenoid valve 5olvA and the input port 411a of the switching valve 410, the line 403 is connected to the input port of the solenoid valve 5olvB and the input port 421a of the switching valve 420, and the line 404 is connected to the input port of the solenoid valve SolvB and the input port 411a of the switching valve 410. The input ports 431a of the switching valves 430 are communicated with each other.

Solenoid valves 5olvA, 5olvB and 5o1
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 5olvB is de-energized, the line 403 is the solenoid valve Solv.
When C is de-energized, line 404 becomes line pressure, and when solenoid valve 5olvA is energized, line 40
2, when the solenoid valve SolvB is energized, the line 403 is exhausted, and when the solenoid valve 5olvC is energized, the line 404 is exhausted.

Solenoid valve 5olvA* 5olvB and S
The energization/de-energization of olvC is set by the microcomputer 1, which will be described later, and the state in each mode is as shown in Table 3 below. In this.

'''017 indicates energization.

Table 3 Each switching valve 410, 420, 430 and 440 is as follows:
It has a valve spool loaded with a compression coil spring, and each valve has a hydraulic chamber 411, 421, 431, 441.
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 5olvC are all energized, so lines 402, 403 and 404
is exhausted and the switching valves 410, 420 and 430
The valve spool is in the state shown. In this state,
Input port 412 and output port 41 of switching valve 410
3 is in communication with the input port 42 of the switching valve 420.
2 and the output port 423 are cut off, and the input port 432 and the output port 433 of the switching valve 430 are communicated. Therefore, the valve spool of the switching valve 440 is in a state where 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, and the valve spool moves to the right in the figure. That is, in the switching valve 440, the input port 442 and the output ports 444 and 445 communicate with each other, and the input port 442 and the output ports 444 and 445 communicate with each other.
43 and the output port 446 are in communication, and the output port 4
47 is cut off. On the other hand, the input port 442 of the switching valve 440 is blocked by the switching valve 420, and line pressure is supplied to the input port 443 via the output port 433 and input port 432 of the switching valve 430, so the line pressure is supplied only to the output port 446. pressure is obtained. Output port 446 communicates via line 407 to output port 01JT3 of the valve control unit.

In the reverse mode (N mode), the solenoid valves Solv B and S QLV C are energized, so the lines 403 and 404 are exhausted and the valve spool of the switching valve 410 moves downward in the figure, and the switching valves 420 and The valve spool 430 is in the state shown. In this state, between the input port 412 and the output port 412 of the switching valve 410 and the switching valve 4
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 valve spool of the switching valve 440 is in the state shown, the input port 442 and the output port 445 are in communication, the input port 443 and the output port 447 are in communication, and the output ports 444 and 446 are closed. Become. On the other hand, the input port 442 is blocked by the switching valve 420, and line pressure is supplied to the input port 443 via the output port 433 of the switching valve 430 and the input port 432, 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 5olvA 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 condition.

Input port 412 and output port 41 of switching valve 410
2 and the input port 422 of the switching valve 420
and the output port 423, and the switching valve 4
The input port 432 and output port 433 of No. 30 are cut off. therefore.

The valve spool of the switching valve 440 has moved to the right in the drawing, the input port 442 and output ports 444 and 445 are in communication, the input port 443 and output port 446 are in communication, and the output port 447 is in communication. It becomes a blockage. On the other hand, line pressure is supplied to the input port 442 via the output port 423 of the switching valve 420 and the input port 422, and the input port 443 is connected to the switching valve 430.
output ports 444 and 445
line pressure is obtained. Output port 444 is line 40
5, output port 445 communicates via line 406 to output ports 0UT1 and 0UT2 of the valve control unit, respectively.

In the low mode (L mode), the solenoid valves 5olvA and 5olvC are energized, so the lines 402 and 404 are exhausted and the valve spools of the switching valves 410 and 430 are in the state shown, and the valve spool of the switching valve 420 is in the state shown. It is moved downward. In this state, between the input port 412 and the output port 413 of the switching valve 410, between the input port 422 and the output port 423 of the switching valve 420, and between the input port 432 and the output port 433 of the switching valve 430.
Everything is connected. Therefore, the switching valve 44
The valve spool of 0 has moved to the right in the diagram,
Input port 442 and output ports 444 and 445 are in communication, input port 443 and output port 446 are in communication, and output port 447 is in communication. On the other hand, input ports 442 and 443 each have a switching valve 4.
Since line pressure is supplied via 20 and 430,
Output boats 444, 445 and 446, viz.

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 S
o1. The energization/de-energization of vl, Sol, and v2 is set by the microcomputer 1, which will be described later.
, N mode and each gear stage (common to D and 2°L) are as shown in Table 4 below. In this,
``O'' indicates energization.

4 Table 1-2 Shift valve 200. 2-3 Shift valve 210
, 3-4 shift valve 220. Reverse shift valve 2
40. Each valve such as the dual sequence valve 260 has a valve spool loaded with a compression coil spring, 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 boat 211a→hydraulic chamber 211→
Output port 213) → line 15] → low coast modulator valve 230 (input port 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 reverse mode (R mode), line pressure is output from output port 0UT4 of valve control unit 400 to line i 40.

Therefore, line 140 → 2-3 shift valve 210
(Input port 217 → Output port 216) → Line 1
Line pressure is supplied to the hydraulic servo of the rear clutch C2 through a path 41.

Furthermore, since the line pressure of line 140 is applied to hydraulic chamber 242 from input port 242a of reverse shift valve 240, the valve spool of reverse shift valve 240 is driven to the right in the figure against the reaction force of the compression coil spring. , line 11.0 → reverse shift valve 24
0 (input port 244 → output port 243) → line 1
Inner 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 ○D in the line 112 route
Supplied to the clutch CO hydraulic servo.

In the neutral mode (N mode), the output port OUT 1 of the valve control unit 400,
There is no output from any of ○UT2, 0UT3 and ○UT4. 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 B via line 113 route
Line pressure is supplied to the O hydraulic servo.

In the drive mode (D mode) and 2 mode, the output port OU of the valve control unit 400
There is a line pressure output on lines 120 and 130 from T1 and 0UT2. In other words, pressure is supplied to the hydraulic servo of the front clutch CO regardless of the gear position.

In 1st gear, solenoid 5olvl and S o
Since lv 2 is energized, line 132, which communicates with line 130 through orifice 302, and line 1
10 and a line 111 that communicates with the orifice 301 through the orifice 301.
is being depressurized. Therefore, 2-3 shift valve 2
Valve spool 10 is in the state shown, with line 13
Line pressure is supplied to the hydraulic chamber 202 from the input port 202a of the 1-2 shift valve 200 through the path of 0 → 2-3 shift valve 210 (input port 215 → output boat 216) → line 134, and the 1-2 shift valve 200 The valve spool of is driven to the right in the figure against the reaction force of the compression coil spring. As a result, the line 121 communicates with the drain D1 and the line 136 communicates with the drain D2, and there is no supply pressure to the hydraulic servos of the first brake B1 and the second brake B2.

Also, since the line 111 is depressurized, 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 via the line 110 → 3-4 shift valve 220 (input port 225 → output port 223) → line 112, and then passes through the line 113 and drain D6 to the OD brake BO.
The 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
Although pressure is supplied to the hydraulic chamber 202 of 00, pressure is also supplied to the hydraulic chamber 241 from the line 111 via the input port 201a.

Due to the spring reaction force, the valve spool of the 1-2 shift valve 200 is in the state shown in the figure. In this state, line 130 → 2-3 shift valve 210 (input port 215
→ Output port 214) → Line 134 → Intermittent coast modulator valve 250 (Input port 2
51 → Output boat 252) → Line 135 → 1-2 shift valve 200 (Input port 206 → Output port 205
)→Dual sequence valve 260 (input boat 26
Pressure is supplied to the hydraulic servo of the first brake B1 through the route 4→output port 263)→line 137, and the line 120→1
-2 Shift valve 200 (input boat 204 → output port 203) → line 121 → line 122
Pressure is supplied to the hydraulic servo of brake B2.

Also, although line 111 is pressurized, line 130
Line 131 branched from → 2-3 shift valve 210
(Input port 219 → Output port 218) → Line 13
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 No. 3, the valve spool of the 3-4 shift valve 220 is in the state shown in the figure due to the spring reaction force. Therefore, line 11
0 → 3-4 shift valve 220 (input port 225 → output boat 223) → line pressure is O in the route of line 112
Supplied to the hydraulic servo of D clutch CO, line 113
The pressure of the hydraulic servo of the OD brake BO is exhausted through the drain D6.

In third gear, solenoid 5olvl is energized;
Solenoid Solv 2 is deenergized, so line 1
11 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 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 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
-4 Shift valve 220 (input port 225 → output port 223) → line 112, line pressure is supplied to the hydraulic servo of oD clutch CO, and the hydraulic servo of OD brake BO is exhausted via line 113 and drain D6. Ru.

In 4th speed (overdrive), solenoid S
Since olv 1 and 5olv2 are deenergized, line 111 and line 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 0TJTI, 0UT2 and 0 of the valve control unit 400
Lines 120, 130° 150 and 140 from UT3
has a line pressure output.

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 boat 244→output port 243)→line 153.

Accumulator valves 320, 330, 340, etc. serve to smooth the supply/discharge pressure switching for clutches co, ci and/or C2 and brakes BO, Bl, B2 and/or B3.

See Figure 1a.

The electrical control system of the embodiment device includes a microcomputer (hereinafter referred to as MPU), a shift switch 2, and a waveform shaping circuit 3.
．． Input buffer 4. Driver seat occupant detection unit5. Remote control unit 6, power supply unit 5PLY
, relay driver D rv O + solenoid driver D
rvl, Drv2゜D rv3 + buzzer driver Drv4 + switch encoder En, decoder driver DDr, potentiometer Po for detecting the amount of pedaling of the accelerator pedal PDL, rotating magnet M ag and magnetically sensitive reed switch L S w * tachogenerator G, amplifier It consists of An+pl, comparator Cmp, and various switches.

The power supply for this control system is the on-board battery BT, and the battery voltage is supplied to the power supply unit 5PLY via the power supply line Q1.
Relay driver DrvO, solenoid driver Drvl
and a solenoid driver Drv2 + Drv3 which is supplied to the starter device 8 etc. shown in FIG. 1g (indicated by Va) via the power line a2.

Buzzer driver Drv4. It is supplied to the ignition device 7 etc. shown in FIG. 1f (indicated by 82). The first contact r of relay RLI is connected between power lines Q1 and Q2.
Qla is inserted.

The power supply unit 5PLY generates a constant voltage, and the constant voltage is
MPU 1 and input buffer 4 via power line Q3
．． Driver seat occupant detection unit5. It is supplied to the remote control unit 6, switch encoder En, etc. (denoted as Vc), and is supplied to the waveform shaping circuit 3. Supplied to potentiometer Po, decoder driver DDr, amplifier A+ap1, etc. (Va2
A second contact rQ1b of a relay RLI is inserted between the power lines Q3 and Q4.

Relay RLI is connected to relay driver DrvO. Another relay RL is added to the relay driver DrvO.
2 is connected, and the relay driver DrvO is MPU
selectively energize/deenergize these in response to I instructions.

MPUI monitors input ports R3, R4, and R7, and when input port R3 is at L level (low level) and input port R4 is at H level (high level), relay driver D
Instruct rvO to energize relay RLI, and input port R3
and when R4 is at L level, relay driver DrvO
Instructs relay RL2 to be energized, input port R3 is at H level, input port R4 is at L level, and input port R7 is at 1 level.
When using Rebel, relay RLI is connected to relay driver DrvO.
and instructs to energize RL2 (details will be described later).

The state of R3 and R4 is determined by the state of the rotary switch SW and the ignition key switch Swk.
The state of the input port R7 indicates the state of the remote control unit 6.

Here, the rotary switch SW and the ignition key switch Swk will be explained with reference to FIG. 1b.

FIG. 1b is a cross-sectional view of the ignition key cylinder unit provided in the steering column, and the ignition key cylinder unit includes a body 4a fixed to the steering column, a key cylinder 4b attached to the body 4a, and a key cylinder 4b engaged with the key cylinder 4b. It consists of a rotary switch SW and an ignition key switch Swk.

The key cylinder 4b has six tumblers.

When the ignition key KEY is inserted through the insertion opening 4c, the six tumblers engage with the peaks of the key KEY, and the cylinder 4b becomes rotatable relative to the body 4a.

The rotary switch SW includes a rotor 4d having a movable contact (the fan-shaped contact shown in FIG. 1a) and a fixed contact (the fan-shaped contact shown in FIG. 1a).
It consists of a base plate 4e equipped with contacts Acc and IG+5tar shown in the figure. The rotor 4d has a substantially prismatic tip (left end in the figure) of the key cylinder 4b.
Since the base plate 4e is fixed to the body 4a, only the rotor rotates when the key cylinder 4d rotates. Due to this rotation and the shape of the movable contact, Acc mode (accessory mode) in which battery voltage v8 is applied only to contact Ace, contact A
An IG mode in which battery voltage v8 is applied to ce and IG, or a start mode in which battery voltage v8 is applied to contacts IG and Start is set.

On the other hand, a through hole is formed in the key cylinder 4b and the rotary inch sw along the rotational axis of the key cylinder 4b, and a plunger 4f that engages with the switch contact of the ignition key switch Swk is disposed therein. has been done. The ignition key switch Swk is turned on by the action of a built-in spring when the ignition key KEY is not inserted into the key cylinder 4b, but when the ignition key KEY is inserted, its tip causes the plunger 4f to move toward the left in the figure. It turns off because it is driven by.

Referring to Figure 1a, the ignition key switch S
wk is inserted into the connection line between the contact point Start of the rotary switch sw and the movable contact (to which battery voltage v8 is applied). Therefore, the ignition key K
When EY is not inserted into key cylinder 4b,
In the rotary switch SW, the battery voltage Va is applied only to the contact point Start.

The contact Acc of the rotary switch SW is connected to the Acc circuit.

The contact IG is connected to the input buffer 4, and the contacts St and art are connected to the input buffer 4 and a starting device to be described later. When the battery voltage VB is applied to the contact IG, the input buffer 4 outputs an L level to the input capo-R3 of the MPUI.
When the application is no longer applied, the I] level is applied, and the contact S ta
When the battery voltage Va is applied to rt, an L level is applied to the input port R4 of the MPUI, and when the application is no longer applied, an H level is applied.

Next, the remote control unit 6 will be explained with reference to FIGS. 1c and 1e.

The remote control unit 6 includes a portable code transmitter 6a shown in FIG. 1c, an in-vehicle code receiver shown in FIG. 1e, and a microprocessor (hereinafter referred to as CPU) 6c.
and a nonvolatile memory NVM that stores a registration code.

Referring to FIG. 1c, the code transmitter 6a has a 16-bit parallel-in serial-out shift register S.
It consists of a timing circuit TM, an oscillator OCI, a D-type flip-flop FFI, an FM modulator MOD, a high frequency amplifier circuit RFI, a transmitting antenna ATL, and the like.

Register SR has 16 parallel input terminals, clock pulse input terminal CLK, shift load input terminal SL, clock inhibit input terminal CI, and serial output terminal OU.
It has T etc. Each parallel input terminal has a
A pull-up resistor and a DIP (dual in-line package) type switch DSW are connected. The switch DSW is set with a code (binary number) stored in the nonvolatile memory NVM shown in FIG. 1e.

A shift load pulse or a clock input signal from the timing circuit TM is applied to input terminals SL and CI of the shift register SR.

The oscillator oC1 is connected to the input terminal of the timing circuit, the clock input terminal of the flip-flop FFI and the register SR.
A clock pulse from

The output terminal OUT of the shift register SR is connected to the input terminal of the flip-flop FFI, and the Q output terminal of FFI is connected to the input terminal of the FM modulator MOD.

The output terminal of MOD is connected to the input terminal of high frequency amplifier circuit RFI, and the output terminal of high frequency amplifier circuit RFI is connected to transmitting antenna ATL via a tuning circuit.

The high frequency amplifier circuit RFI is provided with a radio wave transmission/stop control input terminal for reducing power consumption of the code transmitter 6a, and a clock inhibit signal from the timing circuit TM is applied to this input terminal.

FIG. 1d is a timing chart showing the operation of the code transmitter, and the operation of the code transmitter 6a will be explained with reference to FIGS. 1c and 1d.

When the power switch Tsw is turned on, the constant voltage circuit R
A constant voltage Vcc is supplied from battery Ba to each part via EG. As a result, the oscillator oC1 and the timing circuit TM are activated, and the clock inhibit signal (the signal applied to the clock input terminal (I) of the register SR and the transmission/stop control input terminal of the radio frequency amplifier circuit RFI) is brought to L level ( The high frequency amplifier circuit RFI starts outputting radio waves, and the shift register SR starts shifting data in synchronization with the Glock pulse.

At this time, the code data of register SR is not read, so the data is read from the output terminal OUT of register SR.
1'' (L level) is output.

When this is repeated for 5 clock pulses, an L level pulse with a short pulse width is applied from the timing circuit TM to the shift load input terminal SL of the register SR, so that at the fall of this pulse, the shift register SR is connected to the parallel input terminal. The set code data is preset to each bit, and then the preset 16-bit code data (the code data in the figure is an example) is serially output in synchronization with a clock pulse.

That is, register SR outputs start bit data indicated by "11111" prior to outputting code data.

When the output of the code data is finished, the register SR outputs the start bit again and repeats the above process.

After repeating this operation several times, the timing circuit TM changes the clock inhibit signal to the H level for a period of Ts, so that the output of radio waves is stopped. Thereafter, this operation is repeated at the same cycle until the power switch Tsw is turned off.

Flip-flop FFI sets the data from shift register SR to its output terminal at the rising edge of the Glock pulse. The Q output of the FFI is frequency modulated by the MOD, amplified by the high frequency amplifier circuit RFI, and transmitted as a radio wave to the antenna AT.
radiated from I.

Code receiver 6 installed on the vehicle side with reference to Figure 1e
Explain b. The code receiver 6b of this embodiment includes an oscillator OC2, a local oscillator OC3, a high frequency amplifier circuit RF2. It is composed of a mixing circuit MIX, an intermediate frequency amplification circuit IFA, a frequency discriminator DIS, a low frequency amplification circuit AFA, a comparator CP, etc.

A receiving antenna AT2 is connected to an input terminal of the high frequency amplifier circuit RF2 via a tuning circuit.

The radio waves from the code transmitter 6a received by the receiving antenna AT2 are amplified by the high frequency amplifier circuit RF2, and then sent to the mixer M.
In IX, it is mixed with the oscillation frequency of local oscillator C3 and converted to an intermediate frequency.

Thereafter, it is amplified by the intermediate frequency amplification circuit IFA and demodulated by the frequency discriminator DIS. The demodulated signal is low-frequency amplified by the low-frequency amplifier circuit AFA, converted into a binary signal (waveform shaping) according to the signal level by the comparator CP1, and sent to the input port R2 of the CPU6c and the oscillator ○C as a detection output.
2 synchronization input terminal. The detection output is data (tI II) at H level and data 001g at L level.
(The relationship at the time of transmission is reversed: see Figure 1d).

The oscillator OC2 transmits the code transmitter 6a in synchronization with the detection output.
A clock pulse having the same frequency as that of the oscillator OC1 is output and applied to the input port R1 of the CPU 6c.

Referring to the flowchart shown in FIG. 12, the CPU 6c
Explain the operation.

Since power is supplied to the CPU 6c via the power line Q3, the power is on while the on-board battery BT is connected. That is, when the battery BT is installed for the first time, the internal RAM, registers, output ports, etc. are cleared to initialize the unit.

First, the 5-bit start bit preceding the code data, that is, "11111", included in the radio wave output from the code transmitter 6a is detected. register RG
a is a count register that counts start bits.

There is a radio wave transmitted from the code transmitter 6a (Y), and when this is received by the receiver 6b, the oscillator OC2 outputs a clock pulse of the same frequency as the oscillator ○C1 of the code transmitter 6a in synchronization with the detection output. Therefore, the detection output (R2 manual power) is read at the rising edge of this clock pulse.At this time, if the detection output is H level 111 IF, register RG
a is incremented by 1, but if the detection output of the L level ha Otp is read before the value of the register RG a reaches 5, the register RGa is cleared (to 0) and the start bit detection is restarted from the beginning.

When the detection output of H level II I 11 is read five times in a row, the value of register RGa becomes 5, so detection of the start bit is finished and register RGc is cleared (to 0). Register RGc is a count register that detects the number of bits of code data.

In this case, when reading the detection output in synchronization with the rising edge of the clock pulse, the H level is '1'' and the L level is rt.
On, the data is stored in the least significant digit of the 16-bit register RGb shifted by 1 bit to the upper digit, and then stored in the register RGb.
Increment c by 1. This is repeated and when the value of register RGc reaches 16, data equal to the received code data is written to register RGb.

Therefore, the data in register RGb and the nonvolatile memory NV
It compares the data of the registration code stored in M, and if they match, outputs an H level start signal from the output port Pl to the input port R7 of the MPU1. Thereafter, after a predetermined period of time has elapsed, the output of the output port P1 is returned to the L level and the output of the start signal is stopped.

After stopping the output of the start signal, or register RGb
When the data of the registration code and the data of the registration code stored in the non-volatile memory NVM do not match, the code transmitter 6
As long as there is a transmission from a (while the power switch Tsw is on), the process from detection of the start bit is repeated.

Based on the functions of the rotary switch SW and the remote control unit 6 explained above, the MPU
To briefly summarize the conditions for setting the energization of relay RLI and/or RLI in MPUI, when ignition key KEY is attached to key cylinder 4b and rotated to the make point of contact IG, The contact IG becomes the battery potential (the positive potential of the battery BT), the contact START becomes the ground potential (ignition key switch Swk is turned off by attaching the ignition key KEY), and the L level is applied to the input port R3 via the input buffer 4. However, when R4 is given the I] level.

Set the energization of the relay RLI, and the ignition key KEY is connected to the contacts S t, art
When rotated to the make point, that is, when contacts IG and START are at battery potential and L level is applied to input ports R3 and R4 via input buffer 4, relay RL2 is energized. When the ignition key KEY is not attached to the key cylinder 4b and a start signal is output from the remote control unit 6, that is, contact IG is at ground potential and contact Start is at battery potential (switch Swk is on). Then, I is sent to input port R3 via input buffer 4.
” level is given L level to R4,
When an H level is given to the input port R7 from the CPU 6a of the remote control unit 6 by receiving a code that matches the registration code of the NVM, the relay RL
Set the energization of I and RL2.

However, when the engine is on, relay RL2 is not energized.

When relay RLI is energized, relay contact rfil
Due to the make of a, drivers Drv2 and [)rv3
At the same time, power is supplied to the primary side of the ignition device.

The ignition device 7 is shown in FIG. 1f, and this ignition device 7 is called a full transistor type, and the amplifier Amp2 cuts off the power transistor Tr at the ignition timing detected via the pickup coil 6 to turn off the ignition coil. By interrupting the current (primary current) flowing through the primary side 7a, a high voltage is generated on the secondary side 7b, which is distributed to each spark plug of the engine via a distributor (not shown).

Relay contact rQ2 of relay RL2 is inserted between line Q5 and line Q6 of starting device 8 shown in FIG. 1g. This starter device 8 is called an electromagnetic pinion sliding type, and includes a pull-in coil 8a, a holding coil 8b, a starter motor 8d, a starter clutch 8f, a pinion 81, and the like. The starting device 8 will be explained with reference to FIG. 1g.

Battery voltage v11 is always applied to the line Q1', but since the line Q5 is connected to the contact point Start of the rotary switch SW mentioned above, the movable contact of the rotary switch SW rotates to the meter point of the contact. or when the ignition key KEY is not attached, the battery voltage VB is applied.

When battery voltage VB is applied to line Q5, relay RL2 is energized and relay contact rR2 is made, energizing pull-in coil 8a, holding coil 8b, and starter motor 8d. Pull-in coil 8a
The boulding coil 8b drives a moving core (not shown), rotates the shift lever 8g, and acts on the starter clutch 8f.

The starter clutch 8f is slidably engaged with a spline 8e of the starter motor 8d in the axial direction, and a pinion 81 is connected to the tip of the starter clutch 8f via a one-way clutch (not shown). When the starter clutch 8f is slid to the left on the spline 8e in FIG. 1g by rotation of the shift lever 8g, the pinion 81 is moved to the ring gear 8j formed on the outer periphery of the flywheel.
meshes with Since the motor energizing current at this time is relatively small, the rotational speed is low, and the engagement between the pinion 81 and the ring gear 8j is performed smoothly.

When the pinion 81 and the ring gear 8j mesh, a moving core (not shown) closes the contact 8c and the battery voltage V8
is directly supplied to the starter motor 8d. As a result, the motor energizing current increases, and the starter motor 8d generates strong torque to start the engine. In this state, r
The moving core not shown is holding coil 8b.
It is maintained by

When the engine starts and the ring gear 8j starts rotating the pinion 81 in the opposite direction, the one-way clutch inserted between the starter clutch 8f and the pinion 81 (
(not shown) idles to prevent abnormal rotation of the starter motor 8d.

When relay RL2 is deenergized and relay contact rn2 breaks, the holding coil 8b is no longer energized, and the starter clutch 8 is activated by the reaction force of the spring 8h.
f, the shift lever 8g and the moving core (not shown) are returned to the rest position. Since the contact 8c breaks due to the movement of the moving core, the starter motor 8d
is deactivated. When the starter clutch 8f is at rest, it engages with a brake (not shown) installed in the housing of the starter motor 8d, and rotation due to inertia is quickly braked.

Referring again to FIG. 1a.

Solenoid driver Drvl is output port P of MPU1
2 selectively energizes and deenergizes the solenoids 5oil and 5o12 of the parking lock mechanism, and the solenoid driver Drv2 operates at the output port P2 of the MPU1.
Valve control unit 400 according to instructions from
Solenoid valves 5olvA, 5olvB and 5o
Selectively energize/deenergize lvC and solenoid driver D
rv3 selectively energizes/deenergizes solenoid valves 5olvL and 5olv2 in response to instructions from output port P3 of MPU 1.

When the signal from the output port P5 of the MPU 1 changes to H level, the buzzer driver Drv4 energizes the buzzer Bz for a predetermined period of time (indicated by T3 in the flowchart described later) from the rise of the signal.

The rotating magnet M ag is the transmission mechanism 30 shown in FIG.
The reed switch LSw is connected to the output shaft SH5 of the magnet Mag, and the reed switch LSw is turned on/off in accordance with the rotation of the magnet Mag. Waveform shaping circuit 3 is reed switch LSw
The on/off pulses are shaped and given to the MPUI interrupt port Int.

The MPUI calculates the vehicle speed by measuring the interrupt generation cycle of the interrupt input port Int, that is, the cycle of on/off pulses of the reed switch LSw.

Potentiometer Po is acceleration pedal PDL
A voltage corresponding to the amount of depression is output and applied to the analog input capo-AN1 of the 2MPUI.

The shift mode select unit 2 is a shift lever 2a.
and a shift switch 2b.

The movable contacts of the shift switch 2b are interlocked with the shift lever 2a, and when the shift lever 2a is rotated clockwise from the illustrated state, the movable contacts P and R move.

Make L, N, D, 2 or L in this order.

The switch encoder En provides information regarding the contact that is currently being made to the input port R2 of the MPUI.

The switch information read by the switch encoder En, that is, information indicating the shift mode, is displayed on a mode indicator (not shown) provided in the instrument cluster. The mode indicator is equipped with six light emitting diodes LEDs on the back, and one of them corresponding to the mode being set is turned on by the decoder driver DDR in response to an instruction from the MPU 1.

Creep prevention switch Sw connected to input buffer 4
C is a mechanical self-holding switch that repeats on/off each time it is operated. When this switch is off, the MPU
The input port R5 of is at L level, and when it is on, it is at H level.

The tacho generator G is connected to the crankshaft SHI of the engine shown in FIG. 2, and generates an electromotive force according to the engine speed. This electromotive force has a relatively large time constant (a time constant that can sufficiently cover the case where a temporarily stopped engine is restarted by the inertial power of the flywheel, etc. ) and is applied to the positive terminal of the comparator Cmp. At the negative terminal of the comparator cIIlp,
Amplifier Amρ when engine speed is approximately 50 Orpm
A voltage equal to one output is applied, and the amplifier Ampl
When the output is larger than that, that is, when the engine speed is about 500 rpm or more, an H level is output, and when it is less than that, an L level is output and applied to the input port R6 of the MPUI.

Note that the idling speed of the engine of the vehicle in which the device of this embodiment is mounted is about 80 rpm.

The driver seat occupant detection unit 5 detects a driver seat occupant (
Driver) Detects the presence or absence of a passenger, and if there is a passenger, MP
An H level is applied to the input port R1 of U1, and when there is no occupant, an L level is applied to the input port R1 of the MPU1. The details of the driver seat occupant detection unit 5 will be explained.

See Figure 1h. The driver seat occupant detection unit 5 includes microprocessors (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 CPU 5a, and the output terminal of the 0.1 second timer TMR is connected to the interrupt port Int of the CPU 5a.
Issues an interrupt request to.

The 1st terminal of the oscillator oSC is connected to the input terminal of the counter CTR, the 2nd terminal is connected to the power supply line Q3C constant voltage Vc), the 3rd terminal is connected to the equipment ground, and the 4th and 5th terminals are connected to the external capacitor Cx. be done. In this example, the resistors are shown as rectangles, but by appropriately selecting the resistance value of each resistor, the resistance value from terminal 1 can be proportional to the reciprocal of the product of the external capacitor Cx and the resistor R. In other words, when the capacitance of the external capacitor Cx is large, a low frequency output signal is obtained, and when the capacitance of the external capacitor Cx is small, a high frequency output signal is obtained.

The counter CTR counts up at the rising edge of the output signal of ○SC. 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 CPU 5a.

The clock input terminal of the PS register PSR is connected to the output port P2 of the CPU 5a, and the clock input terminal CI
to output port P3 of CPU 5a.

Shift load input terminal SL is output port P4 of CPU1
are connected to each other.

The PS register PSR presets each bit of 16-bit data applied to the parallel input terminal at the rising edge of the shift input pulse from the CPU 5a applied to the shift load input terminal SL.

CPU given to tarlock inhibit input terminal CI
When the clock input signal from 5a becomes L level, the preset data is sent to the output terminal OU in synchronization with the clock pulse given to the clock input terminal CLK.
Serial output is made from T to the serial input port R1 of the CPU 5a.

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 section such as In other words, the detection electrode EL is connected to the No. 4 terminal of the oscillator ○SC mentioned above.

The body ground is connected to the 5th 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 back SB, and a headrest SH, and although there are differences in the support structure of each part, each seat is a full-form seat using a pad made of urethane molding.

FIG. 8b shows a sectional view taken along the line ■B--■B of the seat cushion SC shown in FIG. 8a, that is, a cross section perpendicular to the vehicle traveling direction of the seated portion of the driver MAN.

Referring to this FIG. 8b, the seat cushion SC is
The surface of the urethane seat cushion pad 60 supported on the pad support 70 of 41tffNH is covered with the trim cover assembly 50, the surface end of the trim cover assembly 50 is secured to the pad support 70, and the seat cushion pad 60 is covered in some places with the trim cover assembly 50. It has a hanging structure in which it is held on the back side of the seat cushion pad 70 by a tension rope through the through holes 61 and 62 of the pad 60, etc.

The detection electrode EL is incorporated into the trim cover assembly 5o, 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 assembly part can be handled in exactly the same way as other parts. That is, 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 0 are insulators, the detection electrode EL is insulated from the body ground. Therefore, a capacitor is formed by the detection electrode EL and the body ground.

The appearance of the electric lines of force when an appropriate voltage is applied to this capacitor (occupant detection capacitor), for example, with the detection electrode EL set as positive, is schematically shown in FIG. 6 by the dashed line arrow. Since the driver VAN interlinks with these electric lines of force, the capacitance of this capacitor changes greatly when there is one seat. This change is caused by the dielectric constant of the human body, and is significantly 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 seat occupant 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 Rh.

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: old frequency data).

Subsequently, a shift load pulse (H level) is 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 P1 to reset the counter CTR. That is, the counter CTR counts the number of pulses generated by the oscillator ◯SC from the occurrence of an interrupt of the 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. Due to this.

Since the PS register PSR serially outputs the preset data from the output terminal OUT in synchronization with the clock pulse, this output, that is, the data input to the serial input port R1 is read and stored in the register Ra as new frequency data.

When the storage of the new frequency data to the register Ra is completed, the clock in hipit signal (output of port P3) is changed to H 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 Rb stores the frequency data from the previous timer interrupt (old frequency data), so the register is stored from the value of register Rb. The value obtained by subtracting the value of Ra is stored in the register Re as variation data, and the value of the register Ra is stored as reference data in the register Ref.

Here, the value (change amount data) of the register Re.

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

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

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, the capacitance between the detection electrode EL and the body ground (capacitance of the personnel detection capacitor) decreases again to near its original value, and the oscillation frequency of the oscillator oSC increases. In this comparison, the value of register Ra (new frequency data at that time) is
exceeds the value of f (reference data fixed when flag M is set). As a result, it is determined that there is no personnel, the flag M is reset (0), and the L level is set to MPU1 from the output port P5.
output toward input port R1 of.

Next, Fig. 9a, Fig. 9b, Fig. 10a, Fig. 10b,
Figures 10c, 10d, and 10e.

1a with reference to the flowcharts shown in Figures 10f, 10g, 10h, Lot and 10j.
The operation of the MPUI shown in the figure will be explained in more detail.

In these flowcharts, the value of register FG is the set target mode, i.e. FG=1 for P mode, FG=2 for N mode, FG=3 for N mode, FG
=4 indicates the D mode, FG=5 indicates the 2 mode, and FG=6 indicates the L mode.
The value of H indicates the mode for which the setting has been completed, that is, FI (= 1 for P mode, FH = 2 for N mode,
FH=3 is N mode, FH=4 is D mode.

FH=5 is 2 mode, FH=6 is L mode,
Indicates the current setting (P, R, N, D.

(L mode indicates parking, reverse, neutral, drive, and low mode, respectively) 6 The flowcharts in FIGS. 9a and 9b show the main routine. In the following explanation, the flowcharts in FIGS. 9a and 9b will be used. The step number assigned to step 1 is indicated by 1ts-1''('''S17 is omitted in the flowchart).

MPU1 is always supplied with a constant voltage (V c
) is supplied, but when the on-board battery BT is connected for the first time, the internal registers, flags, input/output ports, and each component are reset and initialized using Sl.

The method for starting the engine of a vehicle equipped with this embodiment device is as follows:
As mentioned above, there are two methods: (1) remote starting using the remote control unit 6, and (2) starting by attaching the ignition key to the key cylinder and closing the ignition switch TGSw and start switch SwS. A loop consisting of S5 waits for a start instruction to be input while monitoring the states of input ports R3, R4, and R7.

The PN mode process performed in S2 is a process for locking or unlocking the parking lock mechanism in response to the operation of the shift lever 2a. In this case, since the engine is not rotating, the hydraulic control system does not operate, and it is not possible to set the operation mode of the transmission device as described above.

The parking lock mechanism (see Figures 4a and 4b) is
Since it is an electric drive control type, the parking lock mechanism can be locked or unlocked. When the engine is not rotating and there is no line pressure,
Since the output shaft 5H5 (see Figure 2) is in the neutral state, the locking of the parking lock mechanism can be regarded as the actual P mode (parking mode), and the unlocking of the parking lock mechanism is in the N mode and neutral mode. ).

However, after that, when the engine rotates and line pressure is generated in the hydraulic control system, the hydraulic control system sets the above-mentioned normal P mode (parking mode) or N mode (neutral mode). Simply lock or unlock the parking lock mechanism.
The setting of P mode (parking mode) or N4-mode (neutral mode) is not completed (that is, the value of register FH is not changed).

In other words, in PN mode processing, when P mode (parking mode) setting is instructed, the parking lock mechanism is locked and the actual P mode (parking mode) is set.
When a setting is instructed, the parking lock mechanism is unlocked and the actual N mode (neutral mode) is set. Further, at that time, which of these is set is indicated by the value of the register FG.

PN mode processing will be explained with reference to FIG. 10j.

When the shift lever 2a is operated and the movable contact of the shift switch 2b makes contact with the fixed contact P (hereinafter referred to as ON operation of switch P: R, N, D).

2. Same for L), check the value of register FG.

At this time, if the value of register FG has already been set to 1, the parking lock mechanism is locked and the actual P mode (parking mode) is being set, and there is no need to execute the following processing, so the main Returns to the routine, but if not, stores 1 in the register FG, instructs the solenoid driver Drvl to energize the solenoid 5o12 of the parking lock mechanism, and starts the T timer (
clear and start the internal timer) and start measuring the energization time.

When the value of the T timer exceeds the time T1, which is sufficient for the solenoid 5o12 to drive the parking lock cam PLO and lock the parking lock mechanism, instructs the solenoid driver Drvl to deenergize the solenoid 5o12,
Return to main routine.

When the switch N is turned on, the value of the register FG is checked, and if it is already set to 3, the parking lock mechanism is unlocked and the actual N mode (neutral mode) is being set, and the following is shown. Since there is no need to execute the above process, the process immediately returns to the main routine. However, if this is not the case, 3 is stored in the register FG, the solenoid driver Drvl is instructed to energize the solenoid 5011 of the parking lock mechanism, and the T timer (internal timer ) and start measuring the energization time.

When the value of the T timer exceeds the time T1, which is sufficient for the solenoid 5011 to drive the parking lock cam PLO and unlock the parking lock mechanism, the solenoid driver Drvl is instructed to de-energize the solenoid 5 oil, and the main routine returns. Return.

Referring again to FIG. 9a, the case where the engine is started by method (2) will be described.

As mentioned above, when the ignition key KEY is not installed, that is, input port R3 is at H level and R4 is at H level.
is at L level, remote control unit 6
A signal containing code data is emitted from the code transmitter 6a, which is received by the code receiver 6b and sent to the CPU 6c.
As a result of the inquiry, when it is found that the code matches the registered code, the H level is given to the input port R7 of the MPU 1 for a predetermined period of time, so the above loop (S2 to S5) exits from S5 and proceeds to 86, where the register FG Find out the value of .

Here, if the value of register FG is not 1 or 3, the process returns to 82 without executing the following process, and this time 8
2 to S6 constitute a loop.

In other words, when the engine is started, line pressure is generated in the hydraulic control system, so as will be explained later, if the value of register FG is 2, 4, 5 or 6, the corresponding driving mode (reverse, drive, 2 or low mode) is selected. is set and the vehicle starts moving.

To prevent this, starting the engine is prohibited unless the actual P mode (parking mode) or N mode (neutral mode) is set (a function corresponding to a conventional neutral starter switch).

If the value of the register FG is 1 or 3, the relay driver DrvO is instructed to activate the relay RLI in S7. By energizing relay RLI, relay contacts rQ1a and r
Qlb makes the battery voltage (Va2) through the power line Q2 to the ignition device shown in Fig. 1f.
is supplied.

In this embodiment, when a start signal (H level to R7) is given from the remote control unit 6, 89
~In the loop of S15, until the engine rotates,
The activation of the starter motor 8d for 5 seconds is repeated 5 times at 10 second intervals. In order to count the number of times this loop is repeated, that is, the number of times the starter motor 8d is energized, the count register CN is cleared (0) in S8.

In S9, relay driver DrvO is instructed to energize relay RL2, and in S10, after waiting for 5 seconds to elapse,
In S11, the relay driver DrνO is instructed to de-energize the relay RL2. In other words, relay RL2 is energized for 5 seconds. In this state, the ignition key switch Swk is on and the battery voltage VB is applied to the starting device line Q5, so when the relay contact rQ2 is made by energizing the relay RL2, the starter motor 8d is activated as described above. the engine's flywheel is rotated. At this time, if the engine does not rotate, the electromotive force from the tacho generator G will not increase, so the input capo-1-R
6 remains at L level. In that case, the value of the register CN is incremented by 1 in S13, and a 10-second pause interval for waiting for battery BT recovery is set in S15, and then the process returns to S9 to repeat the above steps. This loop process is repeatedly executed, and if the engine does not rotate even if the value of the register CN reaches 5, the process proceeds from S14 to S16 to prevent the battery BT from being worn out, and here the relay driver DrvO is activated to turn off the relay RLI. Directing the troops, S
Return to 2.

The engine rotates by energizing the starter motor 8d,
When input port R6 changes to H level, S12 to S1
7, the state of input port R3 and the operating states of switches R, D, 2, and L are monitored in a loop consisting of S17 and S18.

As described above, when the engine is started by the remote control unit 6, the engine may be turned on when one passenger is not present, and in this case, vehicle theft and vandalism are more likely to occur than usual. Therefore,
Ignition switch 1G is turned on (the movable contact of rotary switch SW makes contact IG: contact S below)
(Same for tart) Before shifting, shift lever 2a
is operated and switches R, D, 2 or L are turned on, the process proceeds from 818 to 819, where the output port P5 outputs the ■ level and instructs the buzzer driver Drv4 to energize the buzzer Bz. , in S20, the T timer (internal timer) waits for the energization time T3 of the buzzer Bz (time for the buzzer driver Drv4 to energize the buzzer Bz: after this, the buzzer driver Drv4 is de-energized by the de-energization of the relay RLI).
), the output of output port P5 is changed to the L level in S21, and the relay driver D is
It instructs rvO to de-energize relay RLI and returns to step 82. Due to the de-energization of relay RLI, power is no longer supplied to the ignition device shown in FIG. 1f, so the engine stops. In other words, after the engine is started by the remote control unit 6, the ignition switch IG
If the shift lever 2a is operated before Bz is turned on, the engine is stopped after the buzzer Bz is energized for 13 hours.

In the loop consisting of 317 and 31B, if the ignition switch IG is turned on, the process proceeds from S17 to 532 and subsequent steps shown in FIG. 9b.

When the engine is started by method (2), the ignition key KEY is first attached to the key cylinder 4b, so the ignition key switch Swk is turned off and the state of the input port R4 changes to H level.

After that, the key KEY is rotated and the rotary switch S
When the movable contact W makes contact IG (on operation),
Since input capo-1-R3 changes to L level, S3 to 8
Step 22 instructs relay driver DrvO to energize relay RLI. By energizing relay RLI, each part including the ignition device is energized to a predetermined value.

In S23, the above-mentioned PN mode processing is executed, and in S24, the decoder driver DDr is instructed to light up the light emitting diode LED corresponding to the value of the register FG, and the mode to be set when the engine is energized is displayed) S25 and S
At 26, a loop is set up to monitor the status of input ports R3 and R4.

In this loop, when the ignition key KEY is further rotated and the movable contact of the rotary switch SW makes contact point START (starter switch S t
(art on operation), input port R4 changes to L level, exits this loop from S26 and proceeds to 327.
S27 is the same step as S6 in the above-mentioned method (2) (a function equivalent to the conventional neutral start inch), and when the value of the register FG is other than 1 or 3, the on operation of the switch Start is canceled and the process proceeds to S23. Return to When the driver notices this and operates the shift lever 2a to turn on switch P or switch N, the actual P mode (parking mode) or N mode (neutral mode) is changed in the PN mode process of S23. The value of register FG is set to 1.
Or updated to 3.

Also, before the starter switch Hart is turned on, the ignition key KEY is rotated in the opposite direction to the above, and the movable contact of the rotary switch SW and the contact IG
When the signal breaks (off operation of the ignition switch IG), the input port R3 changes to the H level, so the relay driver DrvO is instructed to de-energize the relay RLI, and the process returns to 82.

When the value of register FG is 1 or 3 (effectively setting P mode or N mode), starter switch S ta
When rt is turned on, the process proceeds from S27 to 828, where the relay driver DrvO is instructed to energize the relay RL2. By energizing relay RL2, relay contact rQ2
is made and the starter motor 8d is energized.

When the rotational force applied to the ignition key KEY disappears, the key cylinder 4b returns to the make point with the contact IG due to the action of the self-return spring 4g (see Figure 1b), and the movable contact of the rotary switch SW and the contact Start Starter switch S t
(art off operation), input port R4 changes to H level. Therefore, the process proceeds to S29 or 6s3o, and instructs the relay driver DrvO to de-energize the relay RL2, thereby de-energizing the starter motor 8d. In other words, the starter switch S ta
While rt is turned on, relay RL2 is energized to energize starter motor 8d.

When the engine rotates due to the energization of the starter motor 8d, the electromotive force from the tachogenerator G increases and the input port R6 human power changes to the H level.
The process proceeds to S32 and subsequent steps shown in FIG. b, but if this is not the case, that is, if the input port R6 remains at the L level, the process returns to S23.

Therefore, when the engine does not start, the driver only has to repeatedly turn on the starter switch Start.

When the engine is instructed to start using method ■ and the ignition switch IG is turned on after starting the engine (input port R3 is at L level), or when starting the engine is instructed using method ■ and the engine is started. , respectively 1s17 or S31 to S32 shown in FIG. 9b.
Proceed to and perform the following steps: In other words, regardless of the starting method, the engine will rotate and the ignition switch
The process shown in FIG. 9d is not executed unless the switch is turned on.

Referring to FIG. 9b, S32 monitors the state of input port R3, S33 monitors the state of input port R6, and S34 monitors the state of input port R1. is at H level) and the ignition switch IG is turned on (that is, R3 is at L level).
level) and the engine is rotating (i.e. R6
(H level)) (Therefore, standby mode processing will be described later). Although not shown in the figure, while executing the process shown in FIG. 9b, the MPU 1 measures the period of the pulse given to the interrupt input port Int, calculates the vehicle speed, and updates the value of the register V. ing.

The creep prevention process executed in S36 is a process to prevent the vehicle from rolling out when the driving mode (reverse, drive, 2 or low mode) is set, and its flow is shown in FIG. 10a. ], the creep prevention process will be explained with reference to the flowchart shown in Figure Oa.

When the speed of register V exceeds the minimum vehicle speed Vmin at which the vehicle can be considered stopped, and when the value of register FG is set to 1 or 3 (currently or immediately after setting the parking mode or neutral mode, the near-end shaft SH5 neutral) or when the creep prevention switch SwC is off (input port R5 goes high).
Since creep prevention processing is not required for each level), if the flag FT is set (1), it is reset (0) and the process returns to the main routine.

If not, clear and start the T-timer (internal timer) to start measuring the time the vehicle is stopped,
When the T-timer Q value exceeds a time T2 that can be considered as a stoppage such as waiting for a traffic signal while repeatedly performing the creep prevention process, the N mode process described below is executed to set the neutral mode (N mode). After this, the value corresponding to the amount of depression of the acceleration pedal PDL read from the analog input port ANI (in the flow chart, the value corresponding to the amount of depression of the accelerator pedal PDL is
The CPU waits in this state until the value (shown as "depression") exceeds the value ANmin at which it is assumed that the pedal is depressed, but when it exceeds the value ANmin at which it is considered that the pedal is depressed, the process returns to the main routine.

In other words, for example, if you are stopped at a traffic light with D mode set, the creep prevention process will automatically set N mode (mutle mode), and then when you start moving, D mode will be automatically set again by depressing the pedal PDL. .

The input reading process in S37 is performed by each operation of the shift switch 2b (
This is a process of reading the on/off operation linked to the operation of the shift lever 2a and setting the value of the register FG (indicating the set target). This will be explained with reference to the flowchart shown in FIG. 10b.

When switch P is turned on, if the speed of register V exceeds the minimum vehicle speed Vmin that can be considered stopped, or if the value of register FG has already been set to 1 (corresponding to parking mode), the main Return to routine, otherwise register FG
The value of is set to 1, the flag FI for starting the T timer is reset (to 0), and the process returns to the main routine.

When switch R is turned on, if the speed of register V exceeds the minimum vehicle speed Vmin that can be considered stopped, or if the value of register FG has already been set to 2 (corresponding to reverse mode), the main The program returns to the routine, but if not, the value of the register FG is set to 2, the flag FI is reset (to 0), and the program returns to the main routine.

When switch N is turned on, if the value of register FG has already been set to 3 (corresponding to neutral mode), the process immediately returns to the main routine, but if not, the value of register FG is set to 3 and the flag is Reset FI (to 0) and return to the main routine.

When switch D is turned on, if the value of register FG has already been set to 4 (corresponding to the drive mode), the process immediately returns to the main routine, but if not, the value of register FG is set to 4, The flag Fl is reset (0) and the process returns to the main routine.

When the switch 112 # is turned on, if the value of the register FG is set to 5 (corresponding to 2 modes), the process immediately returns to the main routine, but if not, the value of the register FG is set to 5. is set, the flag FI is reset (to 0), and the process returns to the main routine.

When switch L is turned on, if the value of register FG has already been set to 6 (corresponding to low mode), the process immediately returns to the main routine, but if not, the value of register FG is set to 6 and the flag is F
Reset (0) I and return to the main routine.

In the main routine shown in FIG. 9b, the value of register FG is checked in S38, and when the value is 1, P mode processing is executed in S39, and when the value is 2, R mode processing is executed in S40, and then When the value is 3, N mode processing is executed in S41, when the value is 4, D mode processing is executed in S42, and when the value is 5, 2 mode processing is executed in S42. 6, L mode processing is executed in S44.

P mode processing will be explained with reference to FIG. 10c.

In P mode processing, when the value of register FH is set to 1, that is, when P mode (parking mode) is set, there is no need to execute this processing and the process returns. , rather,
When executing this P mode processing for the first time, set the flag F.
Since I has been reset (0), set this (1)
L. Instructs the solenoid driver Drvl to energize the solenoid 5o12 of the parking lock mechanism, clears and starts the T timer (internal timer), and starts measuring the energization time. Also, the solenoid valve 5o of the valve control unit 400 is connected to the solenoid driver Drv2.
It instructs to energize lvA, 5olvB and SolvC, and instructs the decoder driver DDr to display P mode.

Thereafter, even if this P mode processing is repeatedly executed, since the flag FI is set (1) in the first execution, only the value of the T timer is monitored.

When the value of the T timer exceeds a time TI sufficient for driving the parking lock cam PLO by the solenoid 5o12 to lock the parking lock mechanism, instructing the solenoid driver Drvl to deenergize the solenoid 5o12,
Set the value of register FH to 1, and also connect solenoid valve 5o of the hydraulic control system to solenoid driver Drv3.
Instructs to energize lvl and deenergize Solv2.

10th + (N mode processing will be explained with reference to the figure.

In N mode processing, when the value of register FH is set to 2, that is, when N mode (reverse mode) is already set, there is no need to execute this processing and the process returns. When the value of FH is set to 1, the P mode (parking mode) is being set and the parking lock mechanism is locked, so the flag FI is checked. When executing this N mode processing for the first time, reset the flag FI (0)
Therefore, set it here (1), instruct the solenoid driver Drvl to energize solenoid 5oil of the parking lock mechanism, clear and start the T timer (internal timer), and start measuring the energization time. do. After that, while the N mode process is repeatedly executed, the value of the T timer is changed to the parking lock cam P by solenoid 5 oil.
When TI is exceeded for a sufficient time to drive LO and unlock, solenoid driver Drvl is activated by solenoid 50.
11 is ordered to be deactivated.

When the value of register FH is set to a value other than 1 or 2 (other), the parking lock mechanism is already unlocked, so the above processing is not performed.

After this, the solenoid driver Drv2 is instructed to de-energize the solenoid valve 5olvA of the valve control unit 400 and the solenoid valve 5olvC is energized, and the decoder driver DDr is instructed to display the N mode.
Set the value of register FH to 2.

Furthermore, it instructs the solenoid driver Drv3 to energize the solenoid valve 5olvl and de-energize the solenoid valve 5olv2 of the hydraulic control system.

N mode processing will be described with reference to FIG. 10e.

In N mode processing, when the value of register FH is set to 3, that is, when all N modes are set (neutral mode), there is no need to execute this processing, so return to the main routine as is. However, when it is set to 1, the P mode (parking mode) is being set, so the same process as above is performed to unlock the parking lock mechanism (this happens if the shift lever 2a is operated quickly). Equivalent: below).

When the value of register FH is set to a value other than 1 or 3 (other), the parking lock mechanism is already unlocked, so the above processing is not performed. After this, the solenoid valves 5olvA and 5 of the valve control unit 400 are connected to the solenoid driver Drv2.
Instructs olvB to be activated and 5olvC to be deactivated, instructs the decoder driver DDr to display N mode, and registers F.
Set the value of H to 3, and then set the solenoid driver D
Instructs rv3 to de-energize solenoid valves 5olvl and Solv2 of the hydraulic control system.

D mode processing will be explained with reference to FIG. 10f.

In the D mode process, when the value of the register FH is set to 1, the P mode (parking mode) is being set, so the same process as above is performed to unlock the parking lock mechanism.

If the value of register FH is set to a value other than 1 or 4 (other), execute the following.

That is, the solenoid driver Drv2 is instructed to energize the solenoid valve 5olvA of the valve control unit 400 and the solenoid valves 5olvB and 5olvC are deactivated, and the decoder driver DDr is instructed to display the D mode.
Set the value of register FTI to 4.

After this, and when the value of register FH is set to 4, select a gear according to the shift line shown in FIG. Instructs to energize/deenergize olv2.

In the shift diagram shown in FIG. 5, the horizontal axis shows the rotation speed of the output shaft SH5 (i.e. vehicle speed), and the vertical axis shows the throttle valve opening (i.e. the acceleration pedal
DL stroke amount). The solid line UPI is from 1st gear to 2nd gear.
upshift to speed.

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

The MPUI stores this shift diagram as a digital table in its internal ROM.

Two-mode processing will be described with reference to FIG. 10g.

In the 2-mode process, when the value of the register FH is set to 1, that is, when the P mode (parking mode) is set, the parking lock mechanism is unlocked by performing the same process as described above.

If the value of register FH is set to a value other than 1 or 5 (other), execute as follows.

That is, the solenoid driver Drv2 is instructed to energize the solenoid valve 5olvA of the valve control unit 400 and the solenoid valves 5olvB and SolvC are deenergized, the decoder driver DDr is instructed to display 2 modes, and the value of the register FH is set to 5. Set to .

After this, and when the value of register FH is set to 5, the gear stage is selected according to the shift line shown in FIG. Instructs to energize/deenergize olv2. However, in the two-mode process, upshifts from second speed to third speed and from third speed to fourth speed (OD) are not performed.

The L mode processing will be explained with reference to FIG. 10h.

In L mode processing, when the value of register FH is set to 6, that is, when L mode (low mode) is set, there is no need to execute this processing and the process returns. When the value of is set to 1, P mode (parking mode) is being set, so the same process as above is performed to set parking lock t.
Unlock tsm.

When a value other than 1.6 is stored in register FH (
Others), execute from the following.

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 Solv C, instructs the decoder driver DDr to display the L mode, and instructs the solenoid driver Drv3 to turn off the solenoid valve 5 of the hydraulic control system.
Instruct the deactivation of olvl and the activation of Solv 2 and
Select speed 2 When the vehicle speed decreases while repeatedly executing the L mode process and becomes below the predetermined value VL, or when the vehicle speed is low (including stopping) below the predetermined value VL, the L mode (Low mode) setting is When instructed, the solenoid driver Drv2 energizes the solenoid valves 5olvA and 5OIVC of the valve control unit)-400 and SolvB.
and instructs the solenoid driver Drv3 to de-energize the solenoid valves 5olvl and Solv of the hydraulic control system.
2 and selects the first speed. This aspect is the fifth
The figure is shown in the speed change diagram by a dashed line DWL.

Referring again to Figure 9b.

As mentioned above, S32. S33. S34. S36゜S37
, 338 and S39. S40. S41°S42. S
If the engine stops for some reason (so-called engine stall) while executing the loop consisting of 43 or 844 repeatedly and executing creep prevention processing, input reading processing, and processing according to each mode, the input port Since R6 changes to the L level, the process returns from S33 to S23 of the flow shown in FIG. 9a described above. At this time, the driver operates the shift lever 2a as necessary to set the actual P mode (parking mode) or N mode (neutral mode), and then turns on the starter switch START. The engine can be restarted in the same manner as above.

Also, if the ignition switch IG is turned off while executing the above loop processing.

Since the input port R3 becomes H level, the 9th
Proceed to S16 shown in figure a, and here the relay driver Dr
It instructs vO to de-energize relay RLI and returns to step 82. By deenergizing relay RLI, the power supply to the ignition device shown in FIG. 1f is cut off, so the engine stops.

By the way, in the above loop, the engine is turned on (input port R6 is at H level) and the ignition switch I is turned on.
When the driver leaves the vehicle with G on (input port R3 is at L level), S
The process advances from S34 to S35 to execute standby mode processing. The standby mode processing will be explained with reference to the flowchart shown in FIG. 10i.

In this case, first, the value of the register FG is checked, and if it is a value other than 1, the value of the register FG is set to 1, and then the solenoid driver Drv1 is instructed to energize the solenoid 5o12 of the parking lock mechanism. Then, clear and start the T timer (internal timer) and start measuring the energization time.

At this time, the output port P5 is turned to H level to instruct the buzzer driver Drv4 to energize the buzzer Bz. As a result, the buzzer driver Drv4 energizes the buzzer Bz for the time T3.

Furthermore, the solenoid valve 5olv of the valve control unit 400 is connected to the solenoid driver Drv2.
A, 5olvB, and 5olvC are activated, the decoder driver DDr is instructed to display P mode, and the value of register FH is set to 1.

After this, when the value of the T timer exceeds a time TI sufficient for the solenoid 5012 to drive the parking lock cam PLO and lock the parking lock mechanism, the solenoid driver Drvl is instructed to de-energize the solenoid 5o12, and the output is Convert port P5 to H level.

In other words, if the driver gets out of the car while the engine is on (R6 is at H level), the ignition switch is on (R3 is at L level), and a mode other than P mode (parking mode) is set, the driver will first enter P mode ( parking mode), and at that time, the buzzer Bz notifies you of an abnormality.

When the driver gets out of the vehicle while P mode (parking mode) is set, or after P mode (parking mode) is set by the above process, switch R, N, D, "2" or L of shift switch 2b is turned on. Monitor operations.

In order to prevent mischief while the driver is in use, when the operation of these switches is detected, the T timer is cleared and started, and the output port P5 is set to the T level. As a result, the buzzer driver Drv4 outputs the T3 time buzzer B.
Since z is energized, the T timer waits for this time, and then the output port P5 is changed to the L level, and the relay driver DrvO is instructed to de-energize the relay RL1. relay RL
Due to the deenergization of I, the relay contact rR1a breaks and the ignition device is no longer energized, so the engine stops.

After this, the process is stopped until the ignition switch IG is turned off and the input port R3 becomes H level. Once the ignition switch IG is turned off and the input port R3 becomes 1 level, the process returns to 82 in the flow shown in FIG. 9a.

That is, when the engine is on, the ignition switch IG is on, and the driver is not present, if the shift lever 2a is erroneously operated or tampered with, the buzzer Bz will notify the abnormality and the engine will be stopped. After that, it is necessary to turn off the ignition switch IG and then try to start the engine again.

In the embodiment device described above, the ignition key KEY is attached to the key cylinder 4b to turn on or off the ignition switch IG, but this is not intended to limit the present invention.For example, If you have a portable magnetic card with a key code written on it and a card reader, turn off the above switch S w k with the magnetic card inserted, and check that the key code written on the magnetic card matches the registration code. When this occurs, relay RLI is energized. Further, in this case, the starter switch may be configured by a bush button switch or the like.

Furthermore, it is unnecessary to explain here that the present invention can be retrofitted to vehicles equipped with manual shift transmissions.

〔Effect of the invention〕

As described above, the vehicle engine control device of the present invention is equipped with a means for detecting whether a person is present in the driver seat and a means for identifying the user of the vehicle. or when there is an input that changes the operating mode of the transmission.

The engine is de-energized when the input occurs before the user of the vehicle is identified. Even if the engine is started without a passenger using a remote engine starting device or the like, it is possible to effectively prevent vehicle theft or mischief by a third party.

Examples of means for identifying a user of a vehicle include:

There is an ignition key and key cylinder.

In other words, the key cylinder installed in a vehicle mechanically stores key information unique to that vehicle, so those who have an ignition key that matches the key information.

In other words, authorized users can be identified.

Therefore, in this case, for example, after the engine is remotely started, the maintenance of the vehicle is ensured until the user gets in the vehicle, attaches the ignition key to the key cylinder, and turns on the ignition switch.

[Brief explanation of drawings]

Figure 1a, Figure 1b, Figure 1c, Figure 1e, Figure 1f,
FIGS. 1g and 1h are block diagrams showing an electrical control system of a power mechanism of a vehicle in which the present invention is implemented by way of example. FIG. 1d is a timing chart showing the operation of the code transmitter 6a shown in FIG. 1c. FIG. 2 is a block diagram showing the mechanical structure of the automatic transmission device employed in the embodiment, and FIGS. 3a and 3b are block diagrams showing the hydraulic control system thereof. 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 O8C shown in Figure ih.
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. Trim aberration of the seat cushion SC shown in the figure
5 is a perspective view showing the configuration of an assembly 50. FIG. Figures 9a, 9b, 10a and 10b. 10c, 10d, 10e, 10f, 10g, 10h, 10i, and 1Oj are flowcharts showing the general operation of the microcomputer I shown in FIG. 1a. FIG. 11 is a flowchart showing the general operation of the microprocessor 5a shown in FIG. 1h. FIG. 12 is a flow chart showing the general operation of the microprocessor 6c shown in FIG. 1e. 1: Microcomputer (control means) 2: Shift mode select unit (first input means) 28゛: Shift lever-2b: Shift switch 3: Waveform shaping circuit 4: Input buffer 4a: Body
4b = Key cylinders 4a, 4b: (information storage means, key cylinder) 4c: Insertion D 4d: Rotor 4e: Base plate 4f Ni plunger 4g:
Self-return spring 5: Driver seat occupant detection unit (person detection means) 5a
: Microprocessor 6: Remote control unit 6a: Code transmitter (code transmitting means) 6b = Code receiver (code receiving means) 6c: Microprocessor 7: Ignition device (ignition circuit)? a,
7b: Ignition coil 7c: Pick-up coil 8: Starting device 8a: Holding coil 8b Nibble-in coil 8C: Contact 8d: Starter motor (electric motor) 8e; Spline 8f: Starter clutch 8g
=Shift lever-8h Spring 81: Pinion 8j: Ring gear 10: Torque converter 11: Pump impeller 12: Turbine runner 13: Stator 20 Niopatribe mechanism 3Q: Transmission mechanism 10, 20, 30: (Transmission mechanism) 21.31 : Sun Gear 22.33.35 : Planetary Binion 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: Cut pack valve 50 Nidorim cover assembly 51: Skin 52: Wadding 53: Lead wire 54: Wadding force bar 60 = Seat cushion pad 61. 62: Through hole 70: Pad support 11
0, 111, 120.121.122.130,13
1, 132, 133, 134, 135°136,
140.141 , 150.151 , 152.401
,401,403.404.405゜406.409
．． 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
O, Drvl, Drv2. Drv3. Drv4. DDr
: Driver RLI, RL2 : Relay DrvO, RLI : (Switching drive means) Dr
vO, RL2: (motor energizing means) rlla, rl
lb, r12: Relay contact rlla: (switching means, second switching means) Soll, 5o12
: Solenoid 501VA, 501VB, 5OIVC, 5OIVI, 5
OIV2: Solenoid valve Bz: Buzzer BT: On-board battery 11.1
1', 12, 13, 14, 15, 16: Power line 11', 15, 16: (Electric motor energizing line) SPLY: Power supply unit Po: Potentiometer PDL: Acceleration pedal LSw: Reed switch Mag: Rotating magnet En: Switch encoder LED: Light emitting diode Sw: Rotary switch 4
a, 4b, 5!11: (matching signal output means) Svk
: Ignition key switch (first switching means) 1.6, 7, 8. DrvO, RLI, RL2. Swk
: (Engine control means) SVC: Creep prevention switch G: Tacho generator Ampl, Amp2: Amplifier Cap, CP: Comparator KEY: Ignition key (second input means. Ignition key) Ba: Battery REG: Constant voltage power supply Tsν
: Switch TM: Timing circuit OCI, OC
2, OC3: Oscillator FFI: Flip-flop M
OD: FM modulator ATI, Ar1: Antenna RFI, RF2: High frequency amplifier circuit DSW: DIP type switch SR, PSR: Parallel-in/serial-out shift register MIX: Mixer IFA: Intermediate frequency amplifier circuit DIS: Frequency discriminator AFA :Low frequency amplifier circuit NVM :Non-volatile memory (code storage means) CTR:
Counter OSC: Oscillator (oscillation means) CTR,
OSC, PSR: (Capacitance detection means) TMR: 0
．． 1 second timer 5a, TMR: (signal processing means)
BO, Bl, B2. B3 Ni-brake CO, C1, C2: Clutch Fw, FO, Fl, F2: One-way clutch SHI
, SH2, SH3, SH4, SiI2: Shaft 10
．． 20, 30, 5l11, 5+15: (onboard transmission) Pnl, Pn4. Pn5. Pn6. Pn
7: Pin Pn2: Axis SPI, SF3
Nispring ST: Driver seat (vehicle seat) S
C: Seat cushion SB Nijidopack SH: Headrest EL: Detection electrode (1st voltage Vi) ROOF
:Roof Floor :Floor, floor ROOF, F
lor: (second electrode, body ground) MAN: personnel

Claims (13)

[Claims] (1) A person detection means for detecting the presence or absence of a person in the onboard seat for the driver of the vehicle; a first input means for inputting a selection instruction for selecting an operation mode of the onboard transmission; a first input means for inputting identification information; Second input means; comprising an information storage means that stores vehicle-specific identification information, and outputs a match signal when the identification information input from the second input means matches the identification information stored in the storage means; a code transmitting means for transmitting the code; a code receiving means for receiving the code from the code transmitting means; and a code storage means storing a vehicle-specific code; When the code received by the means matches the code stored in the storage means, energization of the engine is started, and thereafter, the engine is continuously energized while the person detecting means detects that there is no person present. a selection instruction input from the first input means, or a selection instruction input from the first input means while the coincidence signal output means is not outputting a coincidence signal, or the coincidence of the coincidence signal output means An engine control device for a vehicle, comprising: engine control means that de-energizes the engine when the output of the coincidence signal is stopped after outputting the signal; (2) The engine control means starts energizing the engine when the code received by the code reception means matches the code stored in the code storage means when there is no input from the second input means. , a vehicle engine control device according to claim (1). (3) The engine control means includes an electric motor for rotationally driving the crankshaft of the engine, a motor energizing means for energizing the electric motor, a switching means inserted in the ignition circuit of the engine, and a switching means for driving the engine crankshaft. A switching drive means for driving, and a control means, and the control means causes the motor energization means to energize the electric motor, and the switching drive means to turn on the switching means, when starting energization of the engine. When the engine is continuously energized, the motor energizing means is instructed to de-energize the electric motor, and when the engine is de-energized, the switching drive means is instructed to turn off the switching means. A vehicle engine control device according to claim (1). (4) the second input means is an ignition key;
The coincidence signal output means mechanically stores vehicle-specific key information, and when the key information of the ignition key, which is the second input means, is equal to the key information, the coincidence signal output means becomes rotatable when the ignition key is attached. The engine control device for a vehicle according to claim 1, comprising a key cylinder and outputting the coincidence signal when the ignition key is attached to the key cylinder and rotated. (5) When the ignition key is not attached to the key cylinder, the engine control means activates the engine when the code received by the code reception means matches the code stored in the code storage means. An engine control device for a vehicle according to claim 4. (6) The engine control means includes an electric motor for rotationally driving the crankshaft of the engine, a motor energizing means for energizing the electric motor, and a motor energizing means for energizing the electric motor when the ignition key is attached to the key cylinder. a first switching means for cutting off the energizing line; a second switching means inserted in the ignition circuit of the engine;
A switching drive means for driving the second switching means, and a control means, and the control means causes the motor energization means to energize the electric motor and the switching drive means to energize the electric motor when starting energization of the engine. When the engine is to be continuously energized, the motor energizing means is instructed to de-energize the electric motor, and when the engine is de-energized, the second switching drive means is instructed to turn on the electric motor.
The engine control device for a vehicle according to claim 5, which instructs the switching means to be turned off. (7) The engine control device for a vehicle according to claim (1), wherein the code transmitting means includes a wireless transmitter, and the code receiving means includes a wireless receiver. (8) The person detection means includes a first electrode and a second electrode that form an electric field that passes through at least a portion of the person seated on the vehicle seat; Capacitance detection means for detecting capacitance; monitors the capacitance between the first electrode and the second electrode detected by the capacitance detection means, and detects personnel based on changes in the capacitance. The vehicle engine control device according to claim 1, further comprising: a signal processing means for detecting the presence or absence of the signal. (9) 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. The engine control device for a vehicle according to claim (8), which detects the absence of personnel. (10) The signal processing means determines that a person is present when the amount of increase per predetermined time in the capacitance between the first electrode and the second electrode detected by the capacitance detection means exceeds a predetermined value. The engine control device for a vehicle according to claim 9, wherein the vehicle engine control device detects the absence of personnel when the capacitance decreases. (11) Claim (8), wherein 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 engine control device for the vehicle described in Section 1. (12) The engine control device for a vehicle according to claim (8), wherein the first electrode is attached to the vehicle seat. (13) the second electrode is a vehicle body ground;
A vehicle engine control device according to claim (8) or (12).