JPS63280948A - Variable speed control device for automatic transmission - Google Patents

Abstract

PURPOSE:To prevent the discrimination of a desired sped range from being mistaken even when there is a change in the number of passengers in the case of a taxi and the like by automatically discriminating the propriety of starting at a high-speed range, and then setting the start at a second speed if proper, while, setting the start at a first speed if improper. CONSTITUTION:On a vehicle is provided at least one passenger-detecting means (passenger detecting units 510-540), and then, a controlling means for setting the speed range of an automatic transmission at a desired speed range discriminates the propriety of starting at a high-speed range in response to a change in both the vehicle load detected while a vehicle is in its running state and the number of passengers detected by the passengers detecting means. When the start at a high-speed range is judged as proper, the speed range of the automatic transmission at the time when the vehicle is stopped is set at a high-speed range. While, when the start at a high-speed range is judged as improper, the speed range of the automatic transmission at the time when the vehicle is stopped is set at a low-speed range. The passenger detecting means detects the presence of passengers in each seat by detecting the electrostatic capacity of a passenger detecting condenser Cx which is placed between electrodes placed on each seat and a car body earth.

Description

[Detailed Description of the Invention] [Object of the Invention] [Industrial Field of Application] The present invention relates to a shift control device for an automatic transmission, and in particular, the present invention relates to a shift control device for an automatic transmission, and particularly to a shift control device for an automatic transmission. The present invention relates to speed change control that automatically sets the speed stage of an automatic transmission to a speed stage that matches the speed range.

[Prior Art] For example, in an electronically controlled automatic transmission disclosed in Japanese Patent Application Laid-open No. 56-35858, an electronic control device controls the opening and closing of a plurality of solenoid valves in a hydraulic circuit connected to a torque converter with a direct coupling clutch. Then, the gear stage is set by the combination of opening and closing of the solenoid valve.

The electronic control unit detects the vehicle load while driving based on engine operating indicators (e.g. throttle opening), vehicle speed, and shift lever position, and corrects the stored data for gear position determination according to the vehicle load. .

A target speed gear is calculated by comparing the corrected data and the detected value, and the automatic transmission is set to the target speed gear.

By the way, in general automatic transmissions, when starting, the low gear (
For example, 1st speed: 1. In most cases, the vehicle starts from 2nd gear (st), but depending on the vehicle load (including changes in vehicle load due to slopes), it may be possible to start in a higher gear (for example, 2nd gear). . Starting from a high speed gear will speed up quickly, there will be no shift shock from a low gear to a high gear, and it is expected that fuel efficiency will improve.

In general automatic transmissions, when starting at a high speed.

By operating the shift lever, the driver selects a range exclusively for high-speed start and starts the vehicle. However, in this case, the manual valve of the automatic transmission is operated using the shift lever and the oil pressure is changed to hold the vehicle in high gear, so it is not possible to start in low gear in the high gear starting range.

If the driver does not operate the shift lever each time, it is not possible to distinguish between starting in a low gear and starting in a high gear.

Therefore, in the technology of Japanese Patent Application Laid-open No. IO-4657, a control device has been proposed that automatically identifies whether or not to start at high speed. , detects vehicle load, including the influence of road surface slope, based on vehicle speed and acceleration.

Based on the detection result, it is configured to automatically identify whether or not a high speed start is possible when the next time the vehicle starts, and if possible, set the gear position at the time of start to the second speed. Therefore,
Even when starting at a high speed, there is no need to operate the shift lever.

[Problems to be Solved by the Invention] However, with the technique disclosed in Japanese Unexamined Patent Application Publication No. 60-4657, there are cases where the identification of whether or not a high speed start is possible is mistaken.

That is, in this case, it is determined whether or not the vehicle can start in the high gear before the vehicle stops, so if the circumstances that affect whether or not to start in the high gear change after the vehicle has stopped, the identification result may be incorrect. become.

Specifically, for example, when a taxi stops to pick up or drop off passengers, the load on the vehicle may vary greatly between before the vehicle stops and when it starts. Sometimes there are zero passengers, sometimes four. If the weight per passenger is 55Kg, the difference between 4 passengers is 220K.
It appears as a load change in g.

Therefore, 1. For example, even if it is determined that the high-speed stage cannot be started when the number of passengers is 4, it is often possible to start the high-speed stage after the passengers get off, and conversely, when the number of passengers is 0, it is often possible to start the high-speed stage. Even if it is determined that it is possible to start, if four new passengers get on board, it is often impossible to start from the first stage.

The present invention automatically identifies whether or not a high speed start is possible, and sets a high speed start when it is possible, and sets a low speed start when it is not possible.Even if the number of passengers changes when the vehicle is stopped, It is an object of the present invention to provide a speed change control device that does not make a mistake in identifying whether or not a high speed start is possible.

[Configuration of the invention 1 [Means for solving problems] In order to achieve the above object, the present invention provides.

Engine operation commands (means for detecting votes, means for detecting vehicle speed, means for detecting vehicle load, and target speed gears are determined based on the detected values of these detection means, and the speed gears of the automatic transmission are adjusted to the target speed gears. In a shift control device for an automatic transmission, the shift control device for an automatic transmission is equipped with at least one occupant detection means on a vehicle, and the control means detects a vehicle load detected when the vehicle is in a running state. , in accordance with the change in the occupant detected by the occupant detecting means, identifies whether or not a high speed start is possible, and when the high speed start is possible, sets the speed of the automatic transmission to the high speed when the vehicle is stopped; When the vehicle is stopped, the automatic transmission gear is set to a low gear.

[Operation] By doing this, since the occupant detection means is provided,
Can you tell me the number of passengers? Also, if you constantly monitor the power 11 number, you can know changes in it. Generally, it is thought that most of the changes in the load detected when the vehicle is running and the load when the vehicle stops and starts running again correspond to changes in occupant type 1 as the occupant gets on and off the vehicle. It's okay. Therefore, if the magnitude of the load detected when the vehicle is running is corrected according to the change in the number of passengers, the magnitude of the load when the vehicle starts traveling can be determined more accurately. That is, based on the corrected load size, it is determined whether or not a high-speed start is possible. In this case, even if the number of occupants changes when the vehicle is stopped, there is no fear that an error will occur in determining whether or not a high-speed start is possible.

In a preferred embodiment of the present invention, which will be described later, the occupant detection means is a detection capacitor formed between an electrode placed on each seat and the vehicle body ground, and by detecting the capacitance of the capacitor, Identifies the presence or absence of occupants in each seat. Additionally, the difference between the number of occupants detected when the vehicle is running and the number of occupants when the vehicle is stopped is detected, and based on this difference,
Corrects the magnitude of the load detected when the vehicle is running.

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

[Example] FIG. 2 is a schematic diagram showing the mechanism of a - type hydraulic automatic transmission with an overdrive device. Referring to FIG. 2, this automatic transmission includes a torque converter 1 with a direct coupling clutch. Overdrive mechanism 2° includes a gear transmission mechanism 3 with three forward speeds and one reverse speed, and the torque converter 1 has a pump 5. It is a well-known device that includes a turbine 6 and a stator 7, the pump 5 being connected to an engine crankshaft 8, and the turbine 6 being connected to a turbine shaft 9. The turbine shaft 9 forms the output shaft of the torque converter 1, which also serves as the input shaft of the overdrive mechanism 2, and is connected to the carrier IO of the planetary gear system in the overdrive mechanism. In addition, the engine crankshaft 8 and the turbine shaft 9
A direct coupling clutch 50 is provided between the two, and mechanically couples the engine crankshaft 8 and the turbine shaft 9 when the direct coupling clutch 50 is activated. A planetary pinion 14 rotatably supported by a carrier 10 meshes with a sun gear 11 and a ring gear 15. An overdrive multi-plate clutch Co and an overdrive one-way clutch FO are provided between the sun gear 11 and the carrier 10.
Further, an overdrive multi-disc brake Bo is provided between the sun gear 11 and a housing or overdrive case 16 containing the overdrive mechanism.

The ring gear 5 of the overdrive mechanism 2 is connected to the input shaft 23 of the gear transmission mechanism 3. A front multi-disc clutch C1 is provided between the input shaft 23 and the intermediate shaft 29, and a reverse multi-disc clutch C2 is provided between the input shaft 23 and the sun gear shaft 30. A multi-disc brake B1 is connected between the sun gear shaft 30 and the transmission case 18 via a one-way latch F1.
2 is provided. The sun gear 32 provided on the sun gear shaft 30 is attached to a carrier 33. A planetary pinion 34 carried by the carrier. A ring gear 35 meshing with the pinion. Another carrier 36. Planetary pinion 37 carried by the carrier. Together with the ring gear 38 that meshes with the pinion, a single row of planetary gear mechanism is constructed. Ring gear 35 in one rim gear mechanism
is connected to the intermediate shaft 29. Further, the carrier 33 in this planetary gear mechanism is connected to a ring gear 38 in the other planetary gear mechanism, and these carrier and ring gear are connected to an output shaft 39. Further, a multi-disc brake B3 and a one-sided clutch F2 are provided between the carrier 3G and the transmission case 18 in the other AMM vehicle mechanism.

In such a hydraulic automatic transmission with an overdrive device, each clutch and brake are engaged or released depending on the engine output and vehicle speed by a hydraulic control device, which will be explained in detail below. /D) or one reverse speed by manual switching.

Table 1 shows the transmission gear positions and the operating states of the clutches and brakes. In Table 1, O indicates that each clutch and brake are in an engaged state, and x indicates that they are in a released state.

FIG. 3 shows a hydraulic circuit that selectively operates the clutch CO$CI p c2 and the brake BO+B 1 +B2 + aa of the automatic transmission and the direct coupling clutch 50 of the torque converter to perform an automatic gear shifting operation. The hydraulic circuit shown in FIG. 3 includes an oil sump 100. oil pump 10
1. Pressure regulating valve 102. Auxiliary pressure regulating valve 103. Cutback valve 190. Throttle valve 200. manual valve 2
10.1-2 shift valve 220.2-3 shift valve 230.
3-4 shift valve 240. Low coast modulator valve 2
50. Intermizoite coast modulator valve 22
5. Accumulator valves 260, 270, 280. Check valve material flow control valve 290.305, 310. Solenoid valves 320, 330. Dual sequence valve 340. Tara bypass valve 350. Lock-up clutch control valve 360. Lockup control solenoid valve 3
70, and an oil passage for servo communication between these valves and the hydraulic pressure of the clutch and brake.

The hydraulic oil pumped up from the oil reservoir 100 by the hydraulic pump 101 is adjusted to a predetermined oil pressure (line pressure) by the pressure regulating valve 102.
The oil is adjusted to and supplied to the oil passage 104 and the oil passage 103T. The pressure oil supplied to the auxiliary pressure regulating valve 103 via the oil passage 103T is regulated to predetermined torque converter pressure, lubricating oil pressure, and Tara pressure according to the throttle pressure of the throttle valve 200. Manual valve 21 connected to oil passage 104
0 is connected to the shift lever installed in the driver's seat, and manually operates the shift lever to shift to P, P, or P, depending on the shift lever range.
It is moved to the R, N, D, 3, and 2°L positions. Table 2 shows oil passage 104 and oil passage 105 at each shift lever position.
, 106, 109, and 110. O indicates communication.

Table 2 2-3 First solenoid valve 3 that controls shift valve 230
20 closes the valve port 321 and opens the orifice 3 when not energized.
When the oil pressure is not generated in the oil passage 111 communicating with the oil passage 106 through the oil passage 22, the valve port 321 is opened and the pressure oil in the oil passage 111 is discharged from the oil drain port 323. 1-2 shift valve 22
When the second solenoid valve 330 that controls the 0 and 3-4 shift valves 240 is not energized, the valve port 331 is closed and the pressure oil in the oil passage 112 communicating with the oil passage 104 via the orifice 332 is discharged.

Table 3 shows the relationship between energization and de-energization of solenoid valves 320 and 330 controlled by an electronic circuit to be described later and the gear state of the automatic transmission.

Table 3 ■-2 The shift valve 220 includes a spool 222 with a spring 221 on one side, and a solenoid valve 330 in the first speed.
is energized and the oil passage 112 is depressurized, so the spool 222 is set to the right in the figure by the oil pressure supplied to the right end oil chamber 223 via the oil passage 113, and in the second speed, the solenoid valve 3
30 is de-energized, and hydraulic pressure is generated in the oil passage 112, causing the spool 22
2 is set to the left in the figure.

In the third and fourth speeds, the spool 232 of the 2-3 shift valve, which will be described later, is set to the right in the figure and the left end oil chamber is evacuated through the oil passage 113, so the spool 222 is fixed to the left in the figure.

The 2-3 shift valve 230 has a spool 232 with a spring 231 on one side, and a solenoid valve 32 in the 1st and 2nd speeds.
0 is energized and no oil pressure is generated in the oil passage 111, the spool 232 is set to the left in the figure by the action of the spring 231. occurs and is set to the right in the figure.

The 3-4 shift valve 240 includes a spool 242 with a spring 241 on its back, and in the first and second speeds, line pressure is applied to the oil chamber 243 through the oil passage 114.The lisbourne 242 is fixed to the left in the figure. .

In the third and fourth speeds, the oil passage 114 is depressurized, and in the third speed, the solenoid valve 330 is energized and the oil passage 112 is depressurized, so the spool 242 is set to the left in the figure by the action of the spring 241. In the fourth speed, the solenoid valve 330 is de-energized, hydraulic pressure is generated in the oil passage 112, and the spool 242 is set to the right in the figure.

In the throttle valve 200, the indicator valve 201 strokes in accordance with the amount of depression of the accelerator pedal.
The spring 203 between the valve spool 202 and the valve spool 202 is compressed to generate throttle pressure in the oil passage 124.

When the manual valve 210 is in the N position, only the oil passage 105 communicates with the oil passage 104, so even if both the solenoid valves 320 and 330 are disconnected, the oil passage 111°1
No oil pressure is generated in 12, 2-3 shift valve 230.3-4
The respective spools 232 and 242 of the shift valve 240 both remain positioned to the left in the drawing. In this state, oil path 1
04 is in communication with the oil passage 120 via the 3-4 shift valve 240, so oil pressure acts on the clutch CO and the clutch CO is engaged, and the oil passage 115 is in communication with the drain boat to release exhaust pressure. brake BO is in a released state.

Therefore, the overdrive mechanism is in a directly connected state.

When the manual valve 210 is manually shifted to the N position, oil pressure is generated in the oil passage 110, and the spool 232 is moved to the 3-3 position via the 2-3 shift valve 230 and the oil passage 114, which are set on the left side in the figure.
Hydraulic pressure is supplied to the right end oil chamber 243 of the -4 shift valve 240. As a result, the overdrive gear engagement is maintained in the overdrive device 92 for about 1 second during the NR shift, and the planetary gear mechanism 8 is engaged in the reverse gear.

When one second passes after the N-R shift, the oil pressure in the oil chamber 243 increases, the spool 242 moves to the left in the figure, and the oil passage 1
04 communicates with the oil passage 120 to supply oil pressure to the clutch Co, and the oil passage 115 is exhausted, so it is the brake B. is released, clutch CO is engaged, and the planetary gear unit enters the normal reverse traveling state.

Also, when manually shifting N-D, 1-
The spool 222 of the 2-shift valve 220 is on the right side in the figure,
The oil passages 116 and 117 communicating with the brake B1+82 are exhausted, and no oil pressure is supplied to the oil passage 118 communicating with the brake B3, so the brake B'1sB2+83 is open.

Also, in the first speed, the dual sequence valve 340
Line pressure supplied to the right end oil chamber 341 through an oil path 108 branched from 05 compresses a spring 345 installed behind the spool 347, and the spool 347 is set to the left in the figure.

When the vehicle speed reaches a predetermined level, the solenoid valve 330 is de-energized by the output of the computer, and the 1-2 shift valve 2
The spool 222 of No. 20 moves to the left in the figure, and the oil passage 105
, 117, the line pressure is supplied to the flow control valve 31.
0 and the accumulator 280, the brake B2 is gradually engaged, and the oil is supplied to the left end oil chamber 346 of the dual sequence valve 340 through the oil passage 128. As a result, when the sum of the elastic force of the spring 345 and the gradually increasing oil pressure in the oil chamber 346 becomes greater than the line pressure applied to the land 342, the spool 347 begins to move to the right in the figure. After the set time, when the spool 347 moves to the right in the figure, the brake B1 is activated by energizing the solenoid valve 320.
-3 The spool 232 of the shift valve 230 is on the left side in the figure.

Oil passage 106-2-3 shift valve 23〇-oil passage 113-intermizoate coast modulator valve 255-oil passage 1
Hydraulic pressure is supplied and engaged in the order of 24-I-2 shift valve 22〇-oil passage 116-Zual sequence valve 34〇-oil passage 125.

This provides the second speed in which engine braking is applied.

At this time, the dual sequence valve 340 functions to determine the engagement timing for engaging the brake B1 after the brake B2 is engaged and the transmission is in second gear.

The shift to the third speed is controlled by the output of the computer when the vehicle speed, throttle opening, etc. reach predetermined values. At this time, the solenoid valve 320 is de-energized, the spool 232 of the 2-3 shift valve 230 moves to the right in the figure, and the oil passages 106, 121. Hydraulic pressure is supplied through the flow control valve 305 and the clutch C2 is engaged, and at the same time the 1-2 shift valve 22
0 spool 222 is fixed to the left in the figure by the exhaust pressure of the oil chamber 223 and the action of the spring 221.

In the third speed, the dual sequence valve 340 is supplied from the oil passage 121 and the branched oil passage 122 to an oil chamber 344 formed by a land 342 and a land 343 having a diameter larger than the land 342 by a predetermined dimension, Since the spool 347 is moved to the left in the figure, the oil passage 125 communicates with the oil drain port and is evacuated, and the brake B1 is released.

To shift to the fourth speed, the solenoid valve 330 is de-energized by the computer output as described above, the spool 242 of the 3-4 shift valve moves to the right in the figure, and the oil passage 120 is depressurized. Hydraulic pressure is supplied to the oil passage 115, the clutch Go is released, and the brake Bo is engaged.

A 4-3 downshift from 4th gear to 3rd gear is the 3-3 downshift described above.
The solenoid valve 330 is energized, the spool 242 of the 3-4 shift valve 240 moves to the right in the figure, the oil passage 115 is evacuated, and the oil passage 12 is
0, the brake Bo is released and the clutch Co is engaged.

In a 3-2 downshift from 3rd speed to 2nd speed, the solenoid valve 320 is energized, the spool 232 of the 2-3 shift valve 230 moves to the left in the figure, the pressure in the oil passage 121 is exhausted, and the clutch C2 is activated. Release the one-way latch F1.
After the engagement of the oil passage 12 is completed, the oil passage 12 branched from the oil passage 121
2 and the oil chamber 344 connected thereto are exhausted, and the spool 347 of the dual sequence valve 340 receives the oil pressure supplied to the oil chamber 346 from the oil passage 128 and the oil pressure applied to the land 342 by the elastic force of the spring 345. The oil passage 125 is connected to the oil passage 116, and the brake B
1 engagement takes place. At this time, the dual sequence valve 340 functions to determine the timing of engagement between the engagement of the one-way clutch F1 and the engagement of the brake B1.

When the manual valve 210 is in the 3rd position, the 1.2.3
The speed is shifted in the same way as in the above position, but the oil passage 106.114 is shifted to the right end oil chamber 24 of the 3-4 shift valve in diameter.
Since line pressure is applied to gear 3 and fixes the spool 242 to the left in the drawing, no shift to fourth gear occurs. Further, if the manual valve 210 is in the 0 position and the vehicle is manually shifted to D-3 while the vehicle is running in fourth gear, a downshift to third gear is immediately performed.

When the manual valve 210 is in the 2 position, the first speed is the same as when the manual valve is in the 0 position, and in the second speed, the brake B1 is engaged with the diameter of the oil passages 106 and 116 to apply engine braking. is being used.

Further, when the vehicle is manually shifted to the 2nd position while traveling in the 3rd speed state, the output of the computer energizes the solenoid valve 320 when the vehicle decelerates to the scheduled speed, causing a 3-2 downshift.

When the manual valve 210 is shifted to the 1 position, oil pressure enters the oil passage 109, line pressure is supplied to the right end oil chamber 233 of the 2-3 shift valve 230, the spool 232 is fixed to the left in the figure, and the spool 232 is immediately A 4-2 or 3-2 downshift occurs. A 2-1 downshift is performed by energizing the solenoid valve 330 using the output of the computer when the vehicle speed has been decelerated to a predetermined speed. At the same time, the oil pressure in the oil passage 109 is changed to the oil pressure in the oil passage 107. Low coast modulator valve 250, oil line 1
23, 118 to engage the brake B3.

Lock-up clutch control valve 360.

It has a spool backed by a spring, and when the lock-up control solenoid valve 370 is de-energized, the pressure in the upper and lower end chambers of the spool is the same, so the force of the spring moves it downward as shown in the figure, and the direct coupling clutch Oil passage 1 to oil passage A of 50
03' is applied to the oil passage B as a drain oil pressure through the auxiliary pressure regulating valve 103 and the cooler bypass valve 350, thereby releasing the direct coupling clutch 50 (non-locking up). When the lock-up control solenoid valve 370 is energized, the spool in the lock-up clutch control valve 360 is driven upward against the spring force, and the oil passage A of the direct coupling clutch 50 becomes the drain oil pressure, and the oil passage B becomes the oil passage. The oil pressure becomes 103', thereby engaging (locking up) the direct coupling clutch 50.

In the hydraulic circuit shown in FIG. 2 described above, one dual sequence valve 340 determines the timing of the action of brake B1 + brake B2 and one-way latch F during 1-2 shift and 3-2 downshift. Is possible.

FIG. 1 shows a schematic configuration of an electronic control device [400] that controls the opening and closing of solenoid valves 330, 320, and 370 to perform automatic shift control and lock-up control.

Referring to FIG. 1, this electronic control device 400 includes:

CPU (Fukuropu oi = Tsusa) 401. ROM (read-only memory) 402. RAM (read/write memory) 403° I10 port 404. Clock pulse oscillator 4051 frequency divider 406 and system controller 407
0 minute station equipped with! I! The output terminal of 406 is C
It is connected to the interrupt request terminal (INT) of PU1101.

In addition to the main program, the ROM 402 contains an interrupt processing program, a traveling speed range judgment program for flat road driving and its reference data, a traveling speed range switching program, a slope traveling (vehicle load) detection program and its reference data, and a traveling speed range determination program and its reference data. Program data such as a speed range switching constraint program, a constraint release program, etc., and reference data used for their judgment and detection are stored in advance.

The execution of these programs is mainly based on the shift lever position.

This is done depending on the vehicle speed, the opening degree of the throttle valve, and the presence or absence of an occupant in each seat, and the solenoid valves 320, 330, and 370 are controlled to open and close by executing the program.

Therefore, this electronic control device 400 is connected to a shift lever position sensor 41o, a vehicle speed generator 420. Throttle opening sensor 430. Solenoid driver 440, 441, 442. 2nd speed start switch 600, occupant detection units 510, 520,
530 and 540 are connected. Occupant sensors 5ENI, 5EN2, 5EN3, and 5EN4 are connected to the occupant detection units 510, 520, 530, and 540, respectively. These occupant sensors are capacitors whose capacitance changes depending on the presence or absence of a passenger.

As shown in FIG. 5, the occupant sensor 5ENI shown in FIG. - An occupant detection capacitor consisting of an input section.

The configuration around the detection voltage t'1EL1 is shown in detail in FIGS. 6a, 6b, and 6c. The detection electrode ELL will be explained with reference to these drawings.

FIG. 6a is a fragmentary cross-sectional view of a part of the sheet STI. The seat ST1 consists of a seat cushion SCI, a seat pack SBI and a headrest SHI,
Although there are differences in the support structure of each part, each is a full-form sheet that uses pads made of urethane molding.

VIB-V of the seat cushion SCI shown in Figure 6a
FIG. 6b shows a sectional view taken along the TB line, that is, a cross section of the seating area of the driver MAN perpendicular to the vehicle traveling direction. This 6th b.
Referring to the figure, the seat cushion SC1 covers the surface of a urethane seat cushion pad 220 supported on a resin pad support 230 with a trim cover assembly 210, and covers both ends of the trim cover assembly 210 with a pad support 230. to stop the
In addition, the through holes 2 of the seat cushion pad 220 are
21 and 222, etc., and was held on the back side of the seat cushion pad 230 by a tension rope. It has a hanging structure. Detection electrode ELI is attached to trim cover assembly 2
10, and the lead wire 21 of the detection electrode ELI
3 is led to the back side of the seat cushion pad 220 using the through hole 222, and connected to the oscillator ○SC (terminal 4) installed on the pad support 230 (see FIG. 6a).

Trim cover assembly 1 for detection electrode ELL installation part
0 is shown in more detail in FIG. 6C.

In FIG. 6c, 211 is a skin, 212 is a wadding made of a sponge sheet that creates a three-dimensional effect of the trim cover assembly, and 214 is a wadding cover. The detection electrode ELI is made of a conductive woven fabric obtained by electroless nickel plating, and is sandwiched between the wadding 212 and the wadding cover 214 and sewn simultaneously when the trim cover assembly 210 is sewn. The size varies depending on the range in which occupant detection is performed, but in this example, it is approximately 30 cm.
The lead wire 213 is made of m square, and the end is formed into a ribbon shape.
It consists of

In this way, the detection electrode ViEL+ can be incorporated without increasing the manufacturing process of the trim cover assembly 210, and since the material of the detection electrode ELL is similar to that of other components of the trim cover assembly, the detection The trim cover assembly 210 of the electrode ELL installation part can be handled in exactly the same way as other parts. In other words,
By incorporating the detection electrode ELI into the trim cover assembly 210, there is no effect on workability, appearance, seating feeling, etc. A skin 211 constituting the trim cover assembly 210. Wadding 212. Wadding cover 213
Since the seat cushion pad 220 and the pad support 230 are all insulators, the detection electrode E
L1 is isolated from body ground. Therefore, a capacitor is formed by the detection electrode ELI and the body ground.

Figure 5 schematically shows the lines of electric force using a dashed dotted line when the detection electrode ELI is set as positive and an appropriate voltage is applied. However, when the driver VAN is seated on the seat STI, the lines of electric force are dielectric. Since it passes through the driver, the capacitance of this capacitor changes greatly. Since the change is caused by the dielectric constant of the human body, it differs greatly from the case where luggage is placed on the seat STI, for example.

A specific configuration of the first occupant detection unit 510 is shown in FIG. Referring to FIG. 4, this unit 510 includes:
It consists of an oscillator OSC, a counter CTR, and a parallel-in serial-out shift register (hereinafter referred to as PS register) PSR.

The 1st terminal of the oscillator ○SC is connected to the input terminal of the counter CTR, the 2nd terminal is connected to the power line +Vc, the 3rd terminal is connected to the equipment ground, the 4th and 5th terminals are connected to the external capacitor Cx,
That is, they are respectively connected to the occupant sensor 5ENI. 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 capacitor Cx is small, a high frequency output signal is obtained.

The counters C and TR count up at the rising edge of the output signal of O20. A 16-bit parallel output terminal of counter CTR is connected to a 16-bit parallel input terminal of PS register PSR. A signal SGI is applied from the output port P1 of the control device 400 to the reset input terminal Rst of the counter CTR.

Also, the clock input terminal CLK of the PS register PSR
, clock inhibit input terminal CI and shift load input terminal SL receive signals SG2 . SG3 and SG4 are applied.

This PS register PSR has a shift load input terminal SL.
The shift load pulse S from the CPU 100 applied to
The 16-bit data applied to the parallel input terminal at the rising edge of G4 is preset to each bit, and when the clock inhibit signal SG3 applied to the clock inhibit input terminal CI becomes L (low) level, it is applied to the clock input terminal CLK. The preset data is serially output from the output terminal OUT to the serial input port R1 of the control device 400 in synchronization with the clock pulse SG2.

Signals SGI, SG2 . SG3 and SG4 are the other occupant detection units 520, 530 and 5.
40 is also applied in common. Occupant detection unit 520,
The output data of 530 and 540 are applied to input ports R2°R3 and R4 of controller 400, respectively.

An outline of the operation for detecting the arrival of a tax in the apparatus of this embodiment will be explained with reference to FIG. In FIG. 7, the solid line indicates the oscillation frequency f of the oscillator ○SC, and the broken line indicates the reference data Ref.
An example of each change over time is shown. Control device [4
00 means every 0.1 seconds.

(In timer interrupt processing) The number of pulses output by the oscillator oSC is sampled via the counter CTR and PS register PSR, and the frequency data corresponding to the number of pulses is set, and the frequency data at the time of the previous timer interrupt ( The amount of change in the current frequency data (new frequency data) relative to the current frequency data (Ishioka wave number data) is set as change amount data. If this amount of change data is less than a predetermined threshold, "no occupant" is detected, and if this amount of change data exceeds a predetermined threshold (that is, when the capacitance between the detection electrode ELL and the body ground increases rapidly) Detects "occupant presence".

At this time, the new frequency data is updated as reference data Ref, and from the next timer interrupt, this reference data R
ef and the new frequency data at that time are compared, and when the value indicated by the new frequency data exceeds the reference data Ref (that is, when the capacitance decreases), "no occupant" is detected.

In the other occupant detection units 520, 530 and 540, the detection electrodes EL2 mounted on the respective seats are
．． EL3 and EL4 are connected.

The arrangement of these detection electrodes is shown in FIG.

The CPU 2 O 5 uses the detection unit 510 to determine whether there is an occupant in the front left seat, the detection unit 520 to determine whether there is an occupant in the front left seat, and the detection unit 53
0 is used to detect the presence or absence of an occupant in the rear left seat, and the detection unit 540 is used to detect the presence or absence of an occupant in the rear left seat.

As shown in FIG. 9a, the vehicle speed generator 420 is composed of an induction coil 421 that detects the rotation of a permanent magnet connected to the output shaft of the transmission, and a pulsing circuit 422, and the speed is proportional to the rotation speed of the output shaft. A frequency pulse is output from the pulsing circuit 422. This output pulse is generated by counter C
A count pulse input terminal CL of QLI is given to the count pulse input terminal CL. The count code of counter COU is latched and given to UT. The count value of the counter COυ is periodically cleared to 0 by a fixed-cycle signal output by the oscillation@OSC. The count value is held in latch LIJT before being cleared. Therefore, the data output by the latch LtlT corresponds to the vehicle speed. This data is given to CPU 400.

FIG. 9b shows shift lever position sensor 410. 2nd gear (
2nd) The start instruction switch 600 and the throttle opening sensor 430 are shown, and FIG. 9c shows the solenoid driver 44.
Indicates 0 to 442. Note that 451, 452, 453, and 454 are connectors.

The throttle opening sensor 430 has a shaft 431 that is connected to the rotating shaft of the throttle valve and rotates together with the rotating shaft, a plurality of rotary contacts fixed to the shaft 431, and fixed contact pieces equal in number to the number of contacts. , is a potentiometer type digital code generator.

A plan view of the terminal lead extraction side is shown in FIG. 10a, and a sectional view taken along the line XB-XB is shown in FIG. 10b.

This digital code generator 430 is designed to represent throttle opening in 16 steps from 0 to 15 with a 4-bit code, and has four output leads 4321 that output bit signals for each of the first to fourth digits. ~4324
and one ground connection lead 432Q are connected to each of the divided printed electrodes of the disk-shaped printed circuit board 433. An enlarged plan view of the printed circuit board 433 is shown in FIG. 10c.

The printed circuit board 433 is formed with divided electrodes 4331 to 4334 for obtaining each bit output of the first to fourth digits, and a divided electrode 433Q maintained at ground potential.
The divided electrodes 4331 to 4334 are connected to the printed circuit board 43
When 3 is divided into 4 parts at 90° intervals, they are arranged in each divided part. This printed circuit board 433 is fixed to a housing base 434. A slider 435 made of an elastic material is fixed to the shaft 431. This slider 43
5 is shown in FIG. 10d. This slider 435 has four arms 4351 to 4354 formed at intervals of 906, and another arm 435Q is formed between the arms 4351 and 4354.

Contact members 4361 to 4364.436 are provided at the tips of each of these arms 4351 to 4354 and 435Q.
G are fixed, as shown in Figure 10b.

The printed circuit board 433 is fixed to the housing, and the shaft 43
1 is fixed, the contact members 4361 to 436
4 is located at and contacts the outermost uneven electrode portion of each of the divided electrodes 4331 to 4334, and the contact member 436° contacts the innermost arcuate portion of the divided electrode 433q. In other words.

In the rotation range (90') of the shaft 431, the contact member 4
Each of 361 to 4364 is a divided electrode 4331 to 4
Depending on the outermost electrode pattern of each of 334, each divided electrode may or may not be contacted.

For example, when looking at the split electrode 4331, when the contact member 4361 is in contact with it, it is at ground potential;
The connection lead 4321 connected to it through through-hole plating and the back electrode is at ground potential, but when the contact member 4361 is not in contact with it, the connection lead 4321
21 and divided electrode 4331 are at +5V level.

This is because a +5v voltage is applied to lead 4321 via connectors 453 and 454, as shown in FIG. 10e. Each divided electrode 4331 to 4334 includes
In this way, an electrode pattern is formed that is at the ground level or +5V level depending on the rotation angle of the shaft 431, that is, the slider 435. In this embodiment, shaft 43
The 90" rotation range of 1 is divided into 16 parts to represent the throttle opening in 16 steps, and each divided electrode 433
The electrode patterns 1 to 4334 correspond to the rotation angle of the shaft 431, as shown in FIG. Output θ1 of leads 4321 to 4324
The four bits of θ4 represent each of the throttle angles 0 to 15. This play pattern is such that even if the contact members 4361 to 4364 momentarily or temporarily become out of contact with the divided electrodes 4332 to 4334, the throttle opening represented by the codes θ1 to θ4 will not be the actual throttle opening at that point. This is to ensure that there is no large difference from the opening degree. Now, for example, from throttle opening 3 (0010) to 4
(0110), in the transient state until the contact member 4363 contacts the split electrode 4333, the opening degree code remains 0010 and represents the opening degree 3, and does not represent an opening degree away from around the opening degree 4. . In the case of a normal binary code, for example, opening degree 3 is represented by 0011 and opening degree 4 is represented by 0100, but while changing from 0011 to 0100, 0111 (opening degree 7), 0101 (opening degree 5 ),
0000 (opening degree O) or 0001 (opening degree 1), etc.
Although a code representing an opening degree different from opening degrees 3 and 4 may be generated, the above-mentioned throttle opening sensor 430 does not generate such a different code.

Solenoid valves 320 and 33 having the same structure as in Fig. 11a.
0゜370 (7) 1, back tr-indication L/, so (
7)) (IB-X A sectional view taken along the IB line is shown in Figure ttb.

In this solenoid valve, a valve plate 437 and a carrier 438 are joined by spot welding, an orifice plate 439 is joined to the valve plate 437 by projection welding, and then a sleeve 440 is inserted into a hole in the carrier 438 and its tip is attached to the valve plate 437. Then, with the tip of the core 441 pressed against the rear end of the sleeve 440 and the coil case 442 mounted, the carrier 438 and the tail end of the core 441 are fixed to the back plate 443 by caulking. In addition, 4
44 is a plunger, and 445 is a compression spring. In this solenoid valve, the orifice plate 4 is the sum of the thickness of the valve plate 437 and the length of the sleeve 440.
39 and the plunger 444, that is, the plunger operating space is determined, and its accuracy is determined by the valve plate 43.
7 and the accuracy of the length of the sleeve 440,
The length error of the plunger 444 and the thickness error of the back plate 443 do not affect the determination of the operating space of the plunger 444.

In this embodiment, when the shift lever (210) is in the drive rDJ position and driving on a flat road, the shift lever (210) changes from 1st gear to 2nd gear (l-2 shift) and from 2nd gear to 3rd gear (l-2 shift).
2-3 shift), from 3rd gear to 4th gear (3-4 shift)
and to their inverse (4-3 shift), (3-2 shift).

The boundary speed in the shift (2-1 shift) is the 13th a
As shown in the figure, the vehicle speed values PDOO1 to PDOO6 are defined as PDOO1 to PDOO6, and vehicle speed values PDOOI to PDOO6 are stored in six memory areas of the ROM 402 using the throttle opening degrees as addresses, respectively. The pattern shown in Fig. 13a is used as reference data for changing gears when driving on a flat road when the shift lever is in the rDJ position, and when driving on a slope, the pattern is changed according to the slope of the slope. In addition, reference data for gear change is created, and when the shift lever is in the r3J, r2J and "1" positions, a pattern is created that restricts the gear change of 3-4, 2-3 and 1-2, respectively. will be changed to In other words, the 13th a.
The pattern shown in the figure is a standard pattern. This pattern change can be performed at shift lever position PO31 or on a slope detected by an interrupt program (SLOPE=0.
2, 4.8 type 20 corresponds to Hiratanji), the standard pattern is transferred from ROM402-1.402-2 to RAM.
This is done when writing to 403. That is, when the shift lever is in the "3" position, the standard pattern is
When writing to AM403, PDOO5 and PDOO6
As shown in Figure 13b, in that car, the shift lever is
Position “3” and gentle slope 5LOPE = 8
Then, the maximum speed that can be achieved in the 3rd gear of the car (P [1005 = 140 km /
h), when the shift lever position is "2" and the medium slope plate road 5LOPE = 4, RAM40
3, as shown in Figure 13c, PDOO5, PDOO6,
PDOO3 and PDOO4 are throttle opening THR
Reference data for speed gear switching is created by rewriting the vehicle speed to a constant vehicle speed that is not related to O, ie, the maximum speed that can be achieved in the second and third gears of the vehicle corresponding to the maximum engine rotation speed. Similarly, when the shift lever position is "off" and when driving on a steep slope (SLOPE = 2), all patterns P are changed as shown in Fig. 13d.
DOOI to PDOO6 are written as maximum vehicle speed values corresponding to each speed stage, unrelated to throttle opening THRO. Patterns PDOOI to PDO of these various modes
Speed stage switching with reference to O6 is performed in a first order manner.

That is, a slope (i.e., vehicle load) is detected by periodically executing an interrupt program based on the output pulse of the branch divider 406 (FIG. 1), and accordingly, the interrupt program shown in FIGS. 13a to 13d described above is detected. Each pattern PDOO1
~PDOO6 is specified, and with reference to the current speed stage SR and throttle opening θ, they are determined to be, for example, θ=9, 5R=2.
Then, the boundary putter of that speed region is :/PDOO2
and PDOO3(7), vehicle speed value at θ=9'/1 = 15
and X2=70 and compare it with the actual vehicle speed value AS,
If As<15=V1, a 2-1 shift command is issued and the target speed stage is set to 1slJl:), and if AS≧70=X2te, a 2-3 shift command is issued and the target speed stage is set to 3rd. ), if 15≦AS<70, the current status is fixed and no shift command is issued. In other words, the target speed stage is not changed. When the shift lever is in another position or when driving on a slope (SL)
OPE = 8, 4, 2), the vehicle speed values of two patterns PDOOI to PDOO6 (boundary between high speed switching side and low speed switching side) of the corresponding modes (Figs. 13b to 13d) are currently The actual vehicle speed is compared with these vehicle speed values. However, while the shift lever rDJ automatically switches to all speed stages when driving on a flat road, the shift lever position is "3", r2J, rLJ.
or when driving on a slope, the reference pattern data on the high speed side, that is, the vehicle speed comparison data, is determined to be the vehicle speed value corresponding to the maximum engine revolution at each speed stage, so in case the driver For example, when the vehicle accelerates with the shift lever in position "3" and reaches the maximum speed of the third gear, the gear is changed to prevent engine overrun (overspeed). The reason why the downshift patterns PDOO2, PDOO4, and PDOO6 are also shifted is to obtain appropriate engine braking. By fixing the shift-up pattern, which is the reference data, to a high vehicle speed value regardless of the opening degree of the throttle valve, hunting caused by temporary gear change switching is eliminated when driving on a slope. In addition, just to be sure, to explain the selection of gears mentioned above in more detail, 5 LOPE = 2
(Fig. 13d), when the car is running on a slope in 2nd gear, the gear ratio is not appropriate, so patterns PD001 to PDOO6 are determined so that the car runs in 1st gear (Fig. 13d).

Therefore, the 1-2 shift point X l and the 2-1 shift point Y2 are set to the high speed side (X 1 =65 Km/h in the example of Fig. 13d,
Y 2 =96Km/h.

X3 = 140 Km/h, Y 3 = 129 Km/h). When 5LOPE=4, the gear ratio is not appropriate when the car is running on a slope in 3rd gear, so each pattern is determined so that the car runs in 2nd gear or 1st gear.

Therefore, for 1-2 shifting and 2-1 shifting, use the shifting patterns PDOOI and PDOO2 on the flat road, and
-3 shift point X2, 3-2 shift point Y2 to high speed side (13th c
In the example shown in the figure, X 2 = 4061 (+++/h, Y 2
=96Km/h).

Furthermore, as in the case of 5LOPE = 2, the 3-4 shift point
3°4-3 Regarding the shift point Y3, the same applies to X2. Fix it to the higher speed side than Y2. When 5LOP = 8 (Fig. 8b), the gear ratio is not appropriate when the car is running in 4th gear, so each pattern is determined so that the car runs in 3rd gear, 2nd gear, or 1st gear. Therefore, for 1-2 gear shift, 2-1 gear shift, 2-3 gear shift, and 3-2 gear shift, shift patterns PD001 to PD004 on Hiratan road are used, and 3-4 gear shift X3, 4-
3 shift Y3 to the high speed side (X3=:44 in the example of Fig. 13b)
0km/h, Y 3 = 129Km/h).

The shift lever position read by the shift lever position sensor 410 is stored as PO512 at a predetermined address in the RAM 403 or the internal RAM of the CPU 401.
The previously stored PO512 is stored in the memory address of PO31l as the previous shift lever position.

When the shift lever is in rNJ and "R", the program returns directly to the beginning of the program, but before returning to the beginning of the program, necessary controls are performed on the solenoids 320 and 330. The current gear is stored in RAM403 or CPU.
It is stored at a predetermined address in the internal RAM of 401.

In this example, there are four gears: 1st, 2nd, 3rd, and 4th (4jh Niopatribe OD). There are three points at which the gear should be shifted.

For example, if the current gear position is 1st gear, possible gear shifts are 1-2 gear shift and 1-3 gear shift, ignoring the actual gear shift.

It has 1-4 gears.

If the current gear position is 2nd gear, 2-1 gear shift and 2-3 gear shift.

2-4 gears; if the current gear is 3rd gear, 3-4 gears.

3-2 gear, 3-1 gear, if the current gear is 4th gear, 4
-3 speed, 4-2 speed, and 4-1 speed.

In the manner described above, three shift points can be created for the current gear position.

These three shift points are PAXI, PAX2. PAX3
Tosurto.

Six shift points (1-2: Xl, 2-t
:Y 1.2-3: X2.3-2: Y2,3-4:
The three necessary shift points (X3゜4-3:Y3)
PAXI.

PAX2. PAX3) can be determined. This is shown in Table 4.

Table 4 The shift point can be changed by the shift lever position by fixing it as shown in FIGS. 13a and 13b described above.
rDJ range in Figure 3a and "3" in Figure 13b.
Range example is shown). Do not change when the shift lever is in "D". When in the "3" range, set FAX3 (3-4 shift point) to the high-speed side (
For example, it is fixed to 223 (+n/l+). When in the "2" range, as shown in Fig. 13c, 2-3 shifting, 3-3 shifting,
PAX2 (2-3 shift point) to prevent 4-shift
and FAX3 (shift point 3-4) to the high speed side. "
When in the "L" range, as shown in Figure 13d, -2 gear shift.

To prevent 2-3 and 3-4 gear shifting,
Fix AXI (1-2 shift point), PAX2 (2-3 shift point), and FAX3 (3-4 shift point) to the high speed side. Next, the vehicle speed (RPM) is compared with the three shift points to determine the gear position based on the vehicle speed at that time.

That is, the gear position is determined based on the vehicle speed (RPM), the shift lever position (PO3i2), and the road condition (SLOPE, that is, the vehicle load). When the next gear for the curse gear is determined in this way, settings are made to operate the solenoid valves 320 and 330 as shown in Table 3.

Next, interrupts will be explained. In interrupt processing, slope detection (vehicle load detection), slope cancellation (update of vehicle load detection value)
and passenger detection processing. The equation of motion of the six vehicles while they are running to explain slope detection is expressed as follows.

T=μrW+μasV' +αW/100+0.278
(W+ΔW)/g-dV/d t...(1) Where, T: Traction force of the vehicle (Kg) μr: Rolling resistance coefficient μa: Air resistance coefficient W: Weight of the vehicle (Kg) ΔW: Vehicle's traction force (Kg) Equivalent weight of rotating parts (Kg) S: Front projected area of the car (m2) V: Vehicle speed (Km/h) dV/dt: Acceleration of the car (Km/h 5ec) α: Road surface slope (%) (α= sin β: β is road slope angle) g: Acceleration of weight (9.8 m/5ee2) If To is the traction force when running steadily on a flat road, then from equation (1), TO = μrW + μaSV2-・・(2)(1) , (
When the relationship of equation 2) is plotted on a TV diagram, it becomes as shown in Fig. 14a. Now, considering driving state A on curve T, the vehicle speed at that time is expressed by vA, the traction force is expressed by TA,
Further, a steady running state with the same speed vA is represented by a running state * A o on the To curve, and the traction force is TAo. Running status A and A.

The difference in traction force "rA-TAO" represents the load state a on the vehicle in a steady running state on a flat road, (1).

From equation (2), it is derived as follows.

TA-TAo=αW/100+0.278(W+ΔW)
/g-dv/dt-- (3) The relationship of equation (3) is expressed as α versus d
When v/d is expressed on a diagram, it is expressed as a straight line 11A La as shown in Fig. 14b.

Naturally, in Figure 14b, the flat road steady running state is represented by the origin 0, and any other running state is represented by the origin 0.
It is clear that it can be uniquely represented on Figure 4b.

As is clear from Fig. 14b, when the driving state is A, when driving on a flat road, the acceleration g (TA Tao) / (0,278 (
The vehicle is in an acceleration state of W+ΔW)), and if the acceleration is zero, it means that the vehicle is traveling on a slope with a slope of 00 (T A T Ao )/W.

Similarly, when the road surface slope is αt, the acceleration is (
dV/dt) 1. Therefore, in any driving condition, the traction force T, vehicle speed V, and acceleration d
By detecting v/dt, the slope of the slope can be known uniquely.

Up to this point, we have explained the weight W of the car on the implicit assumption that it is constant, but as is clear from equation (3), the weight W, along with the slope α and the acceleration dV/dt, is a load on the car. are in an equivalent relationship, and in the figure, the broken line LA' represents a state in which the weight is greater than LA, and the weight is increased to LA and L'
Even if the same acceleration (dV /d t ) 1 is detected between the two, the vehicle is running on a different slope such as α11. Also, when traveling on the same slope α1, the acceleration (dV/dt) 1° (dV
/d t )]' is detected.

Therefore, in this example, it is clear that the slope can be read as ``the weight of the vehicle'' or ``the weight of the slope and the weight of the vehicle combined'', and the slope detection corresponds to the detection of the vehicle load. However, in this embodiment, since slopes are detected while the vehicle is running, if the number of passengers changes due to passengers getting on and off while the vehicle is stopped, an error will occur. Therefore, in this embodiment, as will be described later, a change in the number of occupants while the vehicle is stopped is detected, and the level of the slope detected while the vehicle is running is corrected accordingly.

The above is the principle of slope detection.

For the traction force T, the torque of the wheel drive shaft.

It can also be substituted by detecting the throttle valve opening, engine intake pipe negative pressure, etc.

From now on, we will proceed with the explanation using throttle opening.

Fig. 15a shows various running conditions at each gear stage on a throttle valve opening-vehicle speed diagram.

Figures 15b, 15c and 15d. or,
The slope running area and flat road running area at each gear stage are shown in Figure 1 (ia, 16b, and 16c).
It is a diagram. As shown in these drawings, an uphill road driving area, a flat road driving area (release condition area), and a downhill road driving area are defined based on the throttle opening degree and vehicle speed, and each area is
The low-speed vehicle speed value and high-speed vehicle speed value of each region are stored in the ROM 402 using the throttle opening as an address, and are held as reference data. The driving gear stage is grasped by referring to the memory data of the corresponding gear stage register, and the actual vehicle speed is compared with the low speed side Ll of the uphill road in the ROM data of the driving gear stage corresponding to the throttle opening degree. Find out whether or not you are driving on a slope.

When detecting release conditions and canceling slope driving, the currently held slope detection data is 5LOPE = 8, 4.
, 2, and determine whether or not the vehicle is running on a flat road based on whether the actual vehicle speed is higher than or equal to the low speed side St of the vehicle speed data of the release condition in the ROM data, and then set the release condition. If the conditions are satisfied, hill running (FIGS. 13b, 13c, or 13d) is canceled. That is, the shift reference data is returned to the form shown in FIG. 13a. The reason why the ROM data is used to restrict the upshifting of gears within the range appropriate for each driving gear according to the load situation is to prevent frequent up-downs of gear shifting when driving on slopes or under heavy loads. It is.

By controlling the speed change according to the slope and the load in this way, it is possible to obtain acceleration/deceleration characteristics that match the slope of the slope and the weight of the vehicle at a running speed without hunting, so that even if the accelerator is pressed, the vehicle will not decelerate, or The conventional problem of using the brakes frequently due to weak engine braking, which can cause brake seizure, has been resolved, and smooth and rational automatic gear shift control is performed.

In order to prevent impact when the shift lever is changed from the N position to the D position or from the N position to the N position, the solenoid valves 320 and 330 are changed from N to D (the third
Table) and from N to R (Table 3), the switching of these energizations is delayed by a certain period of time, for example, 1 second, from the change in the position of the shift lever.

Each gear has a region where lock-up operation is advantageous. This is shown in Figure 15e.

Note that the solid lines indicate the shift boundaries, and the diagonal lines indicate regions where lock-up operation is advantageous in the second, third, and fourth gears from the left, respectively. In addition, in 1st gear, there are few areas where lock-up operation is advantageous, and moreover, it quickly shifts to 2nd gear.
Since the torque converter is changed to a higher speed, lock-up operation is not performed and the torque converter is always connected to lock-up release operation.

Therefore, a region where lock-up operation is advantageous is not shown in the first speed region.

Corresponding to the existence of such a region in each speed stage where lock-up operation is advantageous, a lock-up operation region is defined as shown in FIG. 15f.

In Fig. 15f, the solid lines indicate the second speed from the left.

The dotted lines indicate the boundaries for lock-up in 3rd and 4th speeds, and the dotted lines indicate the boundaries for lock-up in 2nd, 3rd and 4th speeds from the left, respectively.

The reason for separating the boundaries between lock-up and lock-up in this way is to avoid an unstable situation in which lock-up and lock-up are alternately repeated due to slight fluctuations in vehicle speed.

By determining the boundaries between lock-up operation and lock-up release in this manner, lock-up and lock-up release can be automatically performed with reference to the boundaries at two or more gear positions.

For each boundary shown in FIG. 15c, the lowest vehicle speed value at which lock-up occurs is fixedly stored in the ROM, using the throttle opening as an address.

For convenience of explanation below, the memory area in the ROM that stores the lock-up boundaries and lock-up release boundaries for each gear stage will be referred to as a table, and will be named as shown in Table 5 below. Note that in some of the flowcharts to be referred to later, the symbol T is used instead of the letter in the table.

While driving in Table 5, when the gear position is 2nd speed, it is checked whether or not it is in a lock-up condition, and if it is in a lock-up condition, it is specified in table A7c and the throttle opening at that time is used as an address. The maximum vehicle speed from table A7c is read out and compared with the vehicle speed at that time, and if the latter is less than the former, lock-up is released (directly coupled clutch released), and if the latter exceeds the former, the lock-up state is continued. When the lockup is released, the table ALu is specified, the throttle opening at that time is used as an address, the lowest speed in the table ALu is read out, and the lowest speed is compared with the vehicle speed at that time.If the latter is greater than the former, the lockup is activated (direct clutch clutch on), and if the latter has not reached the former, the lock-up release state continues.

In the case of 3rd speed, table B7c is referred to when in the lockup state, table BLu is referred to when in the lockup state, and table C7c is referred to when in the lockup state in the case of 4th speed, and the lockup is released. When in the state, table CLu is referred to.

Furthermore, when the throttle opening is substantially zero, that is, when the accelerator pedal is released, the lock-up is released, that is, the torque converter is connected. This is to prevent lock-up, since it would apply shock to the engine and cause a sudden change in vehicle speed.

The lock-up is released when the throttle opening is O, and is released for a predetermined period of time from just before the gear shift to immediately after the gear shift. The lock-up release time limit before shifting (the time from lock-up release to gear shifting) and the lock-up release restraint time limit after shifting (the time from when shifting to when it starts determining whether or not to lock-up) both depend on the throttle opening and throttle speed. 17a using the change in opening as a variable (address)
The ROM402
is stored in memory. When it comes to "shift", first change the throttle opening to the RAM 403 or the internal RA of the CPU 401.
M, then read the throttle opening after 0.1 seconds, subtract the memory throttle opening from that value, calculate the change in throttle opening, and store it in the RAM 403 or CPU 40.
The data shown in FIG. 12a is read from the ROM 402 using the current throttle opening as an address, and the data shown in FIG. 17b is read from the ROM 402 using the change in throttle opening as an address. A time limit is set to the value obtained by adding . A time limit is set by reading the data shown in Figure 17d, and when the time limit is exceeded by one time period, lock-up control is started for the gear position changed by the gear change. The reason why the lock-up release and release restraint time limits are determined based on the throttle opening degree and the throttle opening change rate is to reduce the shock at the time of shifting and lock-up engagement.

Next, the overall operation of the above embodiment will be explained with reference to flowcharts.

First, the ROM 402 referenced in each operation described above.
The data fixedly stored in the memory are summarized and the memory area of each data is referred to as a table or a fixed register for convenience of explanation.The contents of the memory are as shown in Tables 6a and 6b below.

Similarly to Table 6a and Table 6b, the area of the RAM 403 or the internal RAM of the CPU 401 that stores temporary data will be referred to as a table or register for convenience of explanation. In this area, data as shown in Table 7 below is appropriately memorized.

In addition, in reality, the RAM 403 or the internal R of the CPU 401
Note that separate data may be temporarily stored in time series at one address of AM, and the memory area shown in Table 7 is only a portion of the total. Those not shown in Table 7 will be explained in the explanation of the operation described later.

12a to 12i of Table 7 show the operation of the electronic control device 400. Among these, FIGS. 13g to 13i are interrupt processing.

The operation of electronic control device 400 will be described below with reference to these drawings.

In response to the installation of the ignition key, the electronic control device 40
12a, the CPU 401 starts processing from the beginning of FIG. 12a. First, the contents of the internal memory (see Table 7) are cleared and set to a predetermined initial state. In the initial state, 2 is stored in the 5LOPE register.
(Double load on steep uphill road) is set.

That is, since the vehicle load is not detected immediately after the power is turned on, the gear stage is initially set to the first speed to prevent malfunction. It also reads the state of the input port Psh, inputs the shift lever position, stores the data in the register Rpol, and stores the contents of Rpol in Rpo2.

The processes after step SA1 are repeatedly executed in a loop. However, the content of the processing depends on the conditions at the time, that is,
It is changed as appropriate depending on the shift lever position, vehicle speed, throttle valve opening, number of occupants, etc.

Proceeding to step SAI, the throttle opening sensor 430
, second speed start switch 600 and vehicle speed generator 420
outputs from input ports Pth, Pse and Pν, respectively.
Read the read data through registers Rt and h.
l, STR and Rv l.

Next, the lever position that is being read into POS register 1 (Rpol)! (N: Neutral, P: Parking,
Either. In order to detect that the lever position has been changed from
After saving the contents of l to Rpo2, read the state of the shift lever position sensor 410 via the input port Psh,
Store the data in Rpol.

(a) Then look at the contents of register Rpol.

If it is N, the shift lever position has not been changed, so proceed to step SA2, clear all the memories of the 5OLI register, 5OL2 register, and 5OL3 register, and transfer these contents to the output port Psol.
, Pso2. P so3 and all solenoid valves 320, 330 and 370 are de-energized. Therefore, the transmission is set to a neutral state.

(b) If Rpol is R and Rpo2 is N, this means that the shift lever has been shifted from N to R (shifted from N to R, the same applies hereinafter). In this case, proceed to step SA3, and first set the timer register N to RO to prevent shock.
The shock prevention time limit of M register J is memorized and the timer flag FTM is set to '1°'. When FTM becomes '1', the contents of timer register N are subtracted in an interrupt process to be described later.

Each time loop processing is executed, Rpol, Rpo2
Since the contents of is updated, from the next processing, the process advances to step SA5. Since Rpol is R, the contents of timer register N are checked. When the content of N becomes negative, that is, when the shock prevention time has elapsed, step SA
Proceed to step 4 and set the gear to R (reverse). That is, the register Rsol.

Rso2. Store 1 and 0.0 respectively in Rso3,
Their contents are transferred to output ports Psol and P, respectively.
output to so2゜P so3, solenoid valve 330,3
20 and 370.

Set to energized, de-energized, and de-energized. Then, the flag FTM is reset to "o" and the register N is cleared to 0.

(c) When POS register 1 is D and POS register 2 is N, that is, when the shift lever is shifted from N to D, step SA3 is performed as in the case of NR shift.
Then, the shock prevention time limit is memorized in register N for shock prevention.

From the next processing, Rpo2 will be N and Rpol will be D.

Proceed to step SA6. Then check to see if the car is stationary. Rt that holds throttle opening data
, the contents of hl are 0, and the register R holds the vehicle speed data.
If the content of v l is less than 5 K+o/h, it is assumed to be in a stopped state and the process proceeds to process PROC5 in FIG. 12b.

If it is not in the stopped state, the process proceeds to step 5DI (FIG. 12b).

In the process PROC5, the contents of the register 5LOPH that holds the level (load) of the slope are corrected in accordance with the load that affects it, that is, the change in the number of passengers. The register DM holds the increase/decrease value of the number of passengers while the vehicle is stopped. When the number of crew members decreases by 0, -n is stored in the DM, and when the number of crew members increases by n, n is stored in the DM.

The contents of correction between the contents of DM and the contents of 5LOPH are shown in the eighth part of the first order.

Table 8 In other words, in this example, when the number of passengers decreases by two or more, the load is reduced by one rank (lighter), and when the number of passengers increases by two or more, the load is increased by one rank (heavier).

When the process PROC5 ends, the process advances to step SB2,
It is determined whether or not to start in second gear. That is, first,
Check STR, and if it is "I", that is, if the 2nd speed start switch 600 is on, then check the contents of register 5LOPH, and if the contents of 5LOPH is O or 8 (in case of low load), step Proceed to SB3. In step SB3, registers Rsol and Rso2 are set.

Store 1, 0.0 in Rso3, respectively, and output them to the output ports P sol , P so2 . Pso
3 and set the solenoid valves 330, 320, and 370 to be energized, de-energized, and de-energized, respectively. Therefore, the gear stage is set to the second speed. Also, 2 indicating the gear stage (second gear) is stored in the registers Rt and r,
The timer flag FTM is reset to rr Orr.

If the content of STR is 0, that is, there is no instruction to start in 2nd gear,
Alternatively, if the load is large (SLOPE=2.4), when timer register N becomes a load, step SBI
Proceed to.

Proceeding to step SBI, the automatic shift reference data on the flat road, that is, the standard data P[]OO1 to PDOO6 are read out from each of the ROM tables D1 to D3 and stored in each of the RAM tables (TD, ~TO,). .

Then, the process proceeds to step S01 in FIG. 12c, and the data in the RAM tables D1 to D6 are rewritten in accordance with the shift lever position and slope inclination (contents of SLOPH). In other words, the standard data as shown in Fig. 13a is
Rewrite the data to the data shown in Figure b, Figure 13c, or Figure 13d. If the shift lever is in D and the road is flat, there will be no rewriting.

Below, the RAM table D1 in which data is written in this way
~ D6 and the memory of the gear stage register, automatic gear shift control is performed, and the table A L of the ROM 402 is
u p AT CI B L u , B T Cp
Automatic lock-up control is performed with reference to CLU and CTc and memory data in the gear register.

These control flows are as follows: Step SC2 in Fig. 12c
It is shown below.

(d) If the shift lever position is 3.2 or L, the process proceeds from step SA7 in FIG. 12a to step SDI in FIG. 12b.

(e) When running in 1st gear, in step SC3 of Fig. 12c, the reference vehicle speed in RAM table D1 is read using the throttle opening (contents of Rthl) as a parameter, and the reference vehicle speed is read from the RAM table D1 (contents of current vehicle speed (Rv )). Compare. If the current vehicle speed is equal to or higher than the reference vehicle speed, the process proceeds to step SC4, where the SQL 1 to 5 QL3 registers and the on/off of the solenoid valves are set to the second speed, and 2 indicating the second speed is updated and stored in the gear register. There is no lockup in the first speed, but there is a possibility of lockup in the second speed, so the process starting from step SDI in FIG. 12d is executed.

(f) When the vehicle is running in the second speed, in step SC5 of FIG. Compare the current vehicle speed. If the current vehicle speed is less than the reference vehicle speed, this means that the vehicle is being decelerated, and there is a possibility that the vehicle will stop.

Therefore, the process proceeds to step SF2 in FIG. 12f. and,
Referring to the contents of the STR register, 2nd! If there is an instruction to advance (STR=1), refer to the contents of the 5LOPE register.

If the content is 4 or 2, the vehicle load is large and the process proceeds to 2-1 shift processing shown in step SF3.
If the contents of the OPE register are other than that, the load on the vehicle will be small and 2nd start will be possible, so no gear shifting will be performed.
Referring to the contents of the STR register, if it is "0" which does not instruct 2nd start, the process proceeds to step SF3, 2-1 shift, regardless of the contents of register 5LOPH. 2
When a -1 gear shift is performed, 1 is stored in the gear register Rtr.

If the vehicle speed in the vehicle speed register 1 is high, the process proceeds to step SC6 in FIG. 12c, where the reference vehicle speed in the RAM table D3 is read out and compared with the current vehicle speed in the vehicle speed register 1.

If the current vehicle speed is equal to or higher than the reference vehicle speed, it is determined that a shift to third gear is required. Then, check whether the memory of the 5QL3 register is rlJ, that is, whether it is in a lock-up state, and if it is rlJ, clear the 5OL3 register and write ``0''.
'', the lock-up is released and a time limit process for shift timing B is performed.

At this shift timing B, first, the change in the throttle opening for 0.5 seconds (50 executions of the o, oi second timer) is checked, and this is determined as the throttle opening change, and this is set as an address in the table Kb. Read the time limit value again and
Table K using the data of HRO register 1 as the address
Read the time limit value from a, store the sum of 1 and 2 in timer register B, and execute the 0.01 second timer program the number of times indicated by the memory data in register B.
The shock prevention timing from lock-up release to gear shift (2-3) is determined in accordance with the throttle opening degree and its rate of change.

When the shift timing comes, the process proceeds to step SC7 in FIG. 12c, switches to third gear, stores 3 in the gear register, and executes lock-up determination timing A to prevent immediate lock-up in third gear. This lock-up determination timing A is also executed in the same manner as the shift timing B, but the throttle opening and the time limit values corresponding to the changes thereof are set in tables Kc and KdO.

When it is not necessary to shift to 3rd gear, first check whether "1" is stored in the 5QL3 register to see if it is in a lock-up state, and if NO, the throttle opening (TH
The vehicle speed in table ALu is read using the memory data of RO register 1) as a parameter, and from this the vehicle speed register l is read.
See if the vehicle speed is high.

If it is large, lock-up is required, so the process proceeds to step SD2 in FIG. 12d, where "1" is stored in the 5OL3 register, the solenoid valve 370 is set to be energized, and lock-up is achieved.

If it is already locked up, check to see if the throttle opening in TIIRQ register 1 is 0, and if it is 0, lockup is released to prevent shock. If not, the vehicle speed is read from table A7c using the data in THRO register 1 as an address to see if the vehicle speed is out of the lock-up range, and it is checked whether the vehicle speed in vehicle speed register 1 is smaller than this.

And if it is small, the lockup will be released.

(g) The shift determination control and lock-up determination control when the vehicle is running in the third gear are also the same as those in the case where the vehicle is running in the second gear as described in (f) above. However, in the third gear, the RAM table D4 is referred to in the 3-2 shift determination,
3-4 The RAM table D5 is referred to in the shift determination, the table Bqu is referred to in the lock-up determination, and the table B7c is referred to in the lock-up release determination.

(h) When running in 4th gear, it is almost the same as in (f) above when running in 2nd gear, but the RAM table D6 is referenced in the 4-3 gear shift determination, and the shift to the upper gear and There is no shift judgment, and table CLIJ is determined by lock-up judgment.
is referenced, and table C7c is referenced in the lock-up release determination.

Next, the interrupt processing shown in FIGS. 12g to 12i will be explained. This interrupt processing is performed at a cycle of 0.01 seconds.

It is executed periodically and starts processing from the first part of FIG. 12g. The contents of this interrupt processing can be roughly divided into two: processing related to occupant detection and processing related to slope detection/cancellation. The process related to occupant detection is shown in FIG. 12g, and the process related to slope detection/cancellation is shown in FIGS. 12h and 12i.

Every time this interrupt processing is executed, the contents of the 1O base counter CND are decremented (-1) in step Sgl shown in FIG. 12g. When the content of CND becomes 10 or more, it is cleared to 0, and the subsequent occupant detection process is executed. Therefore, in this example, the occupant detection process is executed once every 0.1 seconds.

In this passenger detection process, first, each register R1a.

The contents of R2a, R3a and R4a are stored in register R1.
b, R2b, R3b and R4b. Each register R1a, R2a, R3a, and R4a stores the value read in the previous processing of the frequency data output from the occupant detection units 510, 520, 530, and 540, respectively. In this process, the previously read data is saved to another register so that the data is not destroyed.

Next, a shift load pulse SG4 is output. As a result, the PS register PSR provided in each occupant detection unit
The 16-bit data output from the counter CTR connected thereto is preset to the input register of .

Subsequently, the signal SQL is set to L and the counter CTR is reset. Therefore, the counter C of each occupant detection unit
The value divided by TR is the frequency data of the oscillator O8C, which is repeatedly counted at a period of 0.1 seconds.

Next, the clock input signal SG3 is set to B, and reading of the data set in each PS register PSR is started. That is, when a clock pulse is output as the signal SG2, each PS register PSR outputs 16-bit data as serial data to l pin 1 one by one in synchronization with it, so that it is read from a predetermined input port.

The data output from the occupant detection unit 510 is read from input port R1''C and stored in the register R1a.The data output from the occupant detection unit 520 is
Input capo--R2 is read and stored in register R2a. Data output from the occupant detection unit 53o is read at the input port R3 and stored in the register R3a.

Data output from occupant detection unit 540 is read at input port R4 and stored in register R4a.

When data reading is completed, the clock in hipit signal SG3 is switched to H.

In the subsequent processing, occupant detection in the FR seat, occupant detection in the FL seat,
Detection of occupants in the RR seats and occupants in the RL seats is performed. The contents of these processes are the same except that the target registers, flags, data, etc. differ depending on the seat, so only the occupant detection for the PR seat will be explained here.

In step Sg2, the state of flag M1 is checked. This flag Ml is set when a passenger is seated in the FR seat.
IIO' is set to IIO'1 when no one is seated.

If Ml is rr Ou, perform the following processing. first,
Calculate Rlb-Rla and store the result in register Rl
Store in c. Register R1a holds the frequency data read in the current timer interrupt process, and register R1b holds the frequency data read in the previous timer interrupt process, so R1c holds the frequency data read in the previous timer interrupt process. Change amount data corresponding to the frequency change that occurred between the current timer interrupt and the current timer interrupt is stored. Next, Rla
The contents of are stored in the register Re f 1 as reference data.

Next, the contents of register R1c are converted into threshold data CI.
Compare with. and R1c) is less than or equal to C1,
Set flag M1 to II II II. The threshold data C1 is determined based on the actually measured value of the oscillation frequency of the oscillator OSC. When the driver is seated on seat STI, the capacitance of the occupant detection capacitor of the FR seat, which is composed of the detection electrode ELL and the body ground, increases rapidly, so the value of the register R1c is set to the threshold value data C1. Become bigger.

When flag M1 is set to '1'', in the next timer interrupt process, register R is set in the process following step Sg2.
Compare the contents of 1a and Refl. and R1
When a > Ref 1, set flag M1 to 110 u
Reset to . While the driver is seated in the seat STI, R1a > Refl will never be satisfied, so
The flag M1 is held at ``1''. When the driver exits the vehicle, the capacitance of the passenger detection capacitor in the FR seat decreases.
As the frequency increases, R1a > Refl,
Flag M1 is reset.

Similarly, in the passenger detection process for FL seats, RR seats, and RL seats, when a passenger is seated in the FL seat, RR seat, and RL seat, respectively, the flags M29M3 and M4 are set to II] rr. be done.

If the occupant is not seated, flag M2. M3 and M4 are reset to 0''.

In this embodiment, one occupant detection flag (Ml, M2
．． M3. Since M4) is set, even if the steady level of the detection capacitor changes due to changes in the detection device over time, temperature and humidity, etc., this kind of slow change will not be detected erroneously. Furthermore, when luggage is placed on the seat, its dielectric constant is generally smaller than that of the human body, so its presence or absence will not be mistakenly detected as the presence or absence of a passenger.)

If the content of the counter CND is less than 10, the slope detection/cancellation process shown in FIGS. 12h and 12i is executed.

The process will be explained below.

When Rtr is 4, that is, the gear stage is 4th speed, the following procedure is performed (see Fig. 16c). The vehicle speed is between Ll (table Gt) and 5LI (table G2), and the vehicle speed at the previous interrupt is greater than or equal to the vehicle speed at the current interrupt, and the throttle opening at the previous interrupt is greater than the vehicle speed at the current interrupt. When the throttle opening is not small, that is, when the car is not accelerating, it is a state in which the accelerator is not accelerated (i.e., the load on the car is large, etc.)
Step S HL
8 is stored in register 5LOPIE.

When R and r is 3, that is, the gear stage is the third speed, the following procedure is performed (see Figs. 16c and 16b). When the same comparison process as above is performed and the predetermined conditions are met,
The contents of register 5LOPE are updated.

In this case, tables F1 and F2 are referenced. 16th c.
The vehicle speed is higher than 5L1 (table G2) in the figure, the vehicle speed at the time of the current interrupt is greater than or equal to the vehicle speed at the previous interrupt, and the throttle opening at the time of the current interrupt is greater than the throttle opening at the previous interrupt. If is smaller or equal, it is assumed that the vehicle is running on a flat road and the 5LOPE register is cleared.

When Rlr is 2, that is, when the gear stage is 2nd speed (16th a
16b), the slope is determined and the register 5LOPH is updated in the same process as above.

However, in the determination in this case, tables E] and F2 are referred to. The end of this slope detection/cancellation flow (step 5)
In it), the vehicle speed and throttle opening at the time of the current interruption are stored in registers Rv2 and Rth2, respectively.

The contents of the register 5LOPH set in this manner are corrected in accordance with the increase or decrease in the number of occupants while the vehicle is stopped, since an error occurs if there is a change in the number of occupants, as described above.

In the main routine, step SFI shown in FIG.
, the contents of register Rv1 holding the current speed are checked. If the vehicle speed of Rv1 is not 0, the contents of the register DM are cleared in step SF4. Therefore, the contents of the register DM are 0 immediately after the vehicle stops.

Detection of the number of occupants is performed as follows. First, in step SF7, the contents of the register CNM holding the previous number of occupants are saved to OCNM, and after CNM is cleared to O, the flags M1, M2, M3, . M4 is checked, and if each flag is '1' (occupant present), CNM is incremented (+1). Therefore, when the checks of the four flags M1 to M4 are completed, the number of passengers is stored in CNM. be done.

On the other hand, if the current vehicle speed held in the register RvL is substantially 0 in step SFI, the process advances to step SF5 and CN
Compare the contents of M and OCNM.0 If the two are different, that is, if there is a change in the number of passengers between the previous process and this process, proceed to step SF6, and calculate the difference between CNM and OCNM, that is, the change in the number of passengers. is added to register DM.

Therefore, the contents of the DM hold changes in the number of occupants from the time the vehicle stopped until that time. When the vehicle starts moving, step SF4 is executed, so the contents of the DM are cleared.

Note that in the above embodiment, the weight of one occupant is assumed to be approximately constant, and the load change level (contents of SLOPH) is corrected according to the number of occupants. It may be modified to perform correction processing according to the change. Since the capacitance change of the occupant sensor shown in the embodiment is correlated with the weight of the person sitting on the seat, the weight of the occupant can be determined from this amount of change. Therefore,
For example, in FIG. 12g, by calculating the function of the difference between Refl and Rla, the weight of the occupant in the FR seat can be obtained.

Effect 1 As described above, according to the present invention, it is automatically determined whether or not to start in the high speed gear according to the magnitude of the vehicle load detected while the vehicle is running and the change in the number of occupants while the vehicle is stopped. Even if a passenger gets in or out of the vehicle while the vehicle is stopped, it is possible to reliably identify whether or not the high speed gear can be started.

[Brief explanation of drawings]

FIG. 1 is a block diagram schematically showing the configuration of an electrical component of a speed change control device embodying the present invention. FIG. 2 is a block diagram showing a schematic configuration of an automatic transmission controlled by the device shown in FIG. 1. 3 is a block diagram showing a hydraulic control system for the automatic transmission of FIG. 2. FIG. FIG. 4 is a block diagram showing one of the occupant detection units of FIG. 1. Figure 5 shows the detection voltage 1EL1 provided on the driver's seat.
FIG. FIG. 6a is a partially exploded perspective view showing the configuration of the seat of the driver's seat, FIG. 6b is a sectional view taken along line VIB-VIB in FIG. 6a, and FIG. 6c is a perspective view showing the configuration of the trim cover assembly of the seat cushion. . Figure 7 shows the frequency f of one oscillator OSC and the reference data Re.
It is a graph showing a change in f over time. FIG. 8 is a perspective view of the inside of a vehicle cabin in which the device shown in FIG. 1 is installed. 9a, 9b and 9c are block diagrams showing in detail a portion of the electrical circuit of FIG. 1. FIG. 10a is a plan view of the throttle opening sensor 43 (l). FIG. 10b is a sectional view taken along the line XB-XBB. FIG. 10c is an enlarged plan view of the printed circuit board 433. FIG. 10d is a plan view of the slider 435. The first Oe figure is a plan view showing the output code of the throttle opening sensor 430. The solenoid valve 32o shown in FIG. 12a, 12b, 12c, 12d, 12e, 12f, 12g, 12h, and 12i. 13 is a flowchart showing the operation of the CPU 2O5 shown in FIG. 1. FIG. 13a is a graph showing the gear change reference data stored in the ROM 402, and FIGS. R with reference to the data shown in Figure 13a.
It is a graph showing gear stage switching reference data written in AM403. FIG. 14a is a graph showing the relationship between traction force and vehicle speed. FIG. 14b is a graph showing the relationship between road surface slope and acceleration. FIGS. 15a, 15b, 15c, and 15d are graphs showing the relationship between slope slope and vehicle speed at each gear stage. Figure 15e is a graph showing an appropriate range of lockup determined by vehicle speed, throttle opening, and gear position, Figure 15f
The figure is a graph showing quantized lockup operation boundaries and lockup release boundaries for lockup operation only in areas where lockup is appropriate. FIG. 16a, FIG. 16b, and FIG. 16c are graphs showing the slope running area and the flat road running area at each gear stage. FIG. 17a is a graph showing the restraint time with respect to throttle opening from releasing lock-on to shifting gears;
FIG. 17b is a graph showing the constraint time versus throttle opening acceleration. Fig. 17c is a graph showing the constraint time with respect to throttle opening from shifting to lock-on, Fig. 17d
is a graph showing restraint time versus throttle opening acceleration. l: Torque converter 2 Niopatribe mechanism 3: Gear transmission mechanism 5: Pump 6: Turbine 7 Stator 8: Crankshaft 8: Turbine shaft 10: Carrier
ll: Sun gear 00~C2: Clutch Bo-yB,
Ni brake Fo-F2 Ni one-way clutch 14: Planetary pinion 15: Ring gear 16: Case 50: Direct clutch 100: Oil 7fA1
02: Pressure adjustment valve 210: Manual shift valve 220: 1-2 shift valve 230: 2-3 shift valve 370: Lock-up control solenoid valve 320.330
: Switching solenoid valve 400 : Electronic control device (control means) 510.520, 530, 540 : Occupant detection unit 600 : 2nd start instruction switch 5ENI-SHN4 : Occupant sensor (occupant detection means) E
LL~EL4: 3 detection electrodes 1~ST4: Sheet OSC: Oscillator Patent applicant Aisin Seiki Co., Ltd. Voice 4 Figure ○? C voice 7 figure arithmetic 6a3 East 6b figure C1 and 9C figure 9b figure -K C1-'> Kong/Geki〈 I 17a figure side 17b section

Claims (6)

[Claims] (1) A means for detecting an engine operating index, a means for detecting vehicle speed, a means for detecting vehicle load, and a target speed gear determined based on the detected values of these detection means, and the speed gear of the automatic transmission adjusted to the target speed. In a shift control device for an automatic transmission, the shift control device includes a control means for setting a gear to a gear; and at least one occupant detection means is provided on a vehicle, and the control means detects a vehicle load detected when the vehicle is in a running state; Depending on the change in the occupant detected by the occupant detection means, it is determined whether or not the high speed gear start is possible, and when the high speed gear start is possible, the speed gear of the automatic transmission when the vehicle is stopped is set to the high gear gear, and the high speed gear start is disabled. A speed change control device for an automatic transmission, characterized in that when the vehicle is stopped, the speed stage of the automatic transmission is set to a low speed stage. (2) The occupant detecting means includes at least one first electrode provided on a seat on the vehicle, and facing the first electrode with the occupant sandwiched between them when the occupant is seated on the seat. a second electrode disposed at a position where the first electrode and the second
A speed change control device for an automatic transmission according to claim 1, comprising a capacitance detection means that outputs an electrical signal according to a capacitance between the electrode and the electrode. (3) The capacitance detection means is an oscillator that outputs an electrical signal with a frequency corresponding to the capacitance between the first electrode and the second electrode. 2
) A speed change control device for an automatic transmission described in item 2. (4) The control means monitors the amount of change in capacitance between the first electrode and the second electrode per predetermined time, and depending on the magnitude of the change, determines the presence or absence of an occupant. identify,
A shift control device for an automatic transmission according to claim (2). (5) The occupant detecting means is provided at each of a plurality of seats on the vehicle, and the control means monitors the output of the plurality of occupant detecting means, identifies the presence or absence of an occupant in each seat, and determines the number of occupants. Claim (1): detects a change in the number of occupants, and identifies whether or not to start in the high speed gear according to the vehicle load detected when the vehicle is in a running state and the change in the number of passengers. , the gear change control device for an automatic transmission according to item (2), item (3), or item (4). (6) The control means clears the contents of an occupant change register that holds changes in the number of occupants when the vehicle is running;
A shift control device for an automatic transmission according to claim 4, wherein the shift control device increases or decreases depending on a change in the detection result of the occupant detection means when the vehicle is stopped.