JP2009004246A - Switch device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a switch device for a vehicle in which stable and sure fail-safe is realized. <P>SOLUTION: This switch device for the vehicle is equipped with up-shift detecting switches 86a, 86b to detect an up-shift operation by an up-shift paddle 82. Since those up-shift detecting switches 86a, 86b are respectively arranged so that either one output signal of the up-shift detecting switches is switched from an ON signal to an OFF signal according to the up-shift operation, and so that other output signal of the up-shift detecting switches is switched from the OFF signal to the ON signal at different timing from the one up-shift detecting switch, malfunction that the control becomes unstable due to that the same signal is superimposed and input into the control device can be prevented and the fault of these switches can be determined suitably. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a vehicular switch device including a binary switch that detects a predetermined operation by an operating device for operating a vehicle, and more particularly to an improvement for realizing stable and reliable fail-safe.

  In an operating device for operating a vehicle, a switch for detecting a predetermined operation by the operating device is known. As an example of this switch, an operation device using a binary switch that outputs an ON signal or an OFF signal according to a predetermined operation to be detected is widely used. For example, a vehicle shift device attached to an operation device of an automatic transmission, in particular, a vehicle shift device including a shift lever operated in two directions such as a vehicle front-rear direction and a vehicle lateral direction is an example. In such vehicular shift devices, in addition to the D range and the like for automatically switching the shift speed, those equipped with a shift lever capable of switching the shift speed by manual operation are widely used. Similarly, a paddle shift device that includes an upshift paddle and a downshift paddle on the steering wheel and switches the gear position in accordance with the operation thereof has been put into practical use.

  With regard to the binary switch that detects an operation by the operation device, a configuration is proposed in which a plurality of switches are provided in order to avoid a no-signal state. For example, this is the shift detection switch of an automatic transmission for automobiles described in Patent Document 1. According to this technique, regarding a switch for detecting the operation of the shift lever, the switch matches the movable contact portion that rotates around the rotation center in accordance with the shift position selection operation of the shift lever and each shift position. The fixed contact portion is formed with a plurality of fixed contact portions, and the shape of the end portion of the fixed contact portion is inclined so as to have a predetermined angle with respect to a center line passing through the rotation center and the tip portion of the movable contact portion. The movable contact portion is configured to allow a small amount of overlap between the two fixed contact portions, so that it is possible to perform a suitable shift control while avoiding a no-signal state.

JP-A-8-277913 Japanese Patent Publication No.53-4195

  By the way, as a configuration for fail-safe according to the above-described conventional technique, a plurality of the same switches for detecting a predetermined operation are provided, and a target operation is detected in parallel by the plurality of switches. It was. However, in such a configuration in which a plurality of the same switches are provided in order to detect a predetermined operation, it is required that the same signal is output from the plurality of switches at the same timing. Correspondingly, it is difficult to switch a plurality of switches at the same time, and there is a problem that the control becomes unstable when the switching timing is shifted and the same signal is superimposed and input to the control device. For this reason, development of the technique which implement | achieves the stable reliable fail safe regarding the switch apparatus for vehicles for detecting predetermined operation by the operating device of a vehicle was calculated | required.

  The present invention has been made against the background described above, and an object of the present invention is to provide a switch device for a vehicle that realizes a stable and reliable fail-safe.

  In order to achieve such an object, the gist of the present invention is a vehicular switch device including a binary switch for detecting a predetermined operation by an operating device for operating a vehicle, the operating device A first switch and a second switch for detecting a predetermined operation by either of the first switch and the second switch, and one of the first switch and the second switch has its output signal turned off from an on signal according to the predetermined operation. The other is arranged so that the output signal is switched from an off signal to an on signal at a timing different from that of the one switch in accordance with the predetermined operation so that the other is switched. Is.

  According to this configuration, the first switch and the second switch that detect a predetermined operation by the operation device are provided, and one of the first switch and the second switch depends on the predetermined operation. The other is arranged so that the output signal is switched from the off signal to the on signal at a timing different from that of the one switch according to the predetermined operation so that the output signal is switched from the on signal to the off signal. Therefore, it is possible to prevent a problem that the control becomes unstable when the same signal is superimposed and input to the control device as in the prior art, and it is possible to preferably determine the failure of the switches. . That is, it is possible to provide a vehicle switch device that realizes a stable and reliable fail-safe.

  Here, preferably, switch failure determination means for determining a failure based on a logical product of the output of the first switch and the output of the second switch corresponding to the predetermined operation is provided. In this way, the failure can be suitably determined by taking the logical product of the on / off signals respectively output from the first switch and the second switch.

  Preferably, a third switch and a fourth switch for detecting the predetermined operation are provided, and one of the third switch and the fourth switch is output in accordance with the predetermined operation. The other is arranged so that the output signal is switched from the off signal to the on signal at a different timing from the one switch according to the predetermined operation so that the signal is switched from the on signal to the off signal. is there. In this case, by providing the third switch and the fourth switch as spares for the first switch and the second switch, it is possible to realize a more reliable fail safe.

  Preferably, the first switch and the second switch are arranged so as to be switched from an on signal to an off signal in accordance with the predetermined operation among the first switch and the second switch. Are switched so as to be switched first, and the switch failure determination means, when the logical product of the output of the first switch and the output of the second switch is ON, It is determined that at least one of the switch and the second switch has an on failure. In this way, it is possible to suitably determine whether the first switch and the second switch are on.

  Preferably, the switch failure determination means is configured to switch the first of the outputs of the first switch and the second switch when the logical product of the first switch and the second switch is turned on according to the predetermined operation. Among the switches and the second switch, it is determined that the switch arranged so that the output signal is switched from the on signal to the off signal in accordance with the predetermined operation has an on failure. In this way, it is possible to determine the on failure of the first switch and the second switch in a practical manner.

  Preferably, the switch failure determination means is configured to switch the first and second switch outputs when the logical product of the first switch output and the second switch output is ON before the predetermined operation is performed. Of the first switch and the second switch, a switch arranged so that its output signal is switched from an off signal to an on signal in accordance with the predetermined operation is determined to be an on failure. In this way, it is possible to determine the on failure of the first switch and the second switch in a practical manner.

  Preferably, the third switch and the fourth switch are arranged so that the third switch and the fourth switch are switched from an on signal to an off signal according to the predetermined operation. Are switched so as to be switched first, and the switch failure determination means, when the logical product of the output of the third switch and the output of the fourth switch is ON, It is determined that at least one of the switch and the fourth switch has an on failure. In this way, it is possible to suitably determine whether the third switch and the fourth switch are on.

  Preferably, the switch failure determination means is configured to switch the third product when the logical product of the output of the third switch and the output of the fourth switch is turned on according to the predetermined operation. Among the switches and the fourth switch, it is determined that the switch arranged so that the output signal is switched from the on signal to the off signal in accordance with the predetermined operation has an on failure. In this way, it is possible to determine the on failure of the third switch and the fourth switch in a practical manner.

  In a preferred embodiment, the switch failure determination means is configured to switch the third and fourth switch outputs when the logical product of the third switch output and the fourth switch output is ON before the predetermined operation is performed. It is determined that a switch arranged so that the output signal of the third switch and the fourth switch is switched from the off signal to the on signal in accordance with the predetermined operation has an on failure. In this way, it is possible to determine the on failure of the third switch and the fourth switch in a practical manner.

  Preferably, each of the first switch and the third switch is a switch arranged so as to be switched from an on signal to an off signal in accordance with the predetermined operation, and the switch failure determination means includes: When the logical product of the output of the first switch and the output of the second switch and the logical product of the output of the third switch and the output of the fourth switch are both OFF, the first By comparing the output of the third switch and the output of the third switch, the OFF failure of the first switch and the third switch is determined. In this way, it is possible to determine an off failure of the first switch and the third switch in a practical manner.

  Preferably, each of the second switch and the fourth switch is a switch arranged so as to be switched from an off signal to an on signal in accordance with the predetermined operation, and the switch failure determination unit includes: When the logical product of the output of the first switch and the output of the second switch and the logical product of the output of the third switch and the output of the fourth switch are both off, the second By comparing the output of the first switch and the output of the fourth switch, the OFF failure of the second switch and the fourth switch is determined. In this way, it is possible to determine an off failure of the second switch and the fourth switch in a practical manner.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a skeleton diagram of a vehicle drive device 10 to which the present invention is preferably applied. This drive device 10 is suitably employed in an FF (front engine / front drive) type vehicle, and includes an engine 12 that functions as a power source for traveling. The engine 12 is an internal combustion engine that outputs predetermined power by burning predetermined fuel, such as a gasoline engine or a diesel engine. The driving force output from the engine 12 includes a torque converter 14, a forward / reverse switching device 16, It is transmitted to the differential gear unit 22 via a belt-type continuously variable transmission (CVT) 18 and a reduction gear 20, and left and right drive wheels 24l and 24r (hereinafter simply referred to as drive wheels 24 unless otherwise distinguished). Distributed to.

  The torque converter 14 includes a pump impeller 14p connected to the crankshaft 32 of the engine 12 and a turbine impeller 14t connected to the forward / reverse switching device 16 via a turbine shaft 34, via a fluid. This is a fluid type power transmission device that transmits power. Further, a lock-up clutch 26 is provided between the pump impeller 14p and the turbine impeller 14t, and the pump impeller 14p and the turbine impeller 14t are connected by the lock-up clutch 26 and integrally rotated. Can be done. The pump impeller 14p generates hydraulic pressure and belt clamping pressure for performing shift control by the continuously variable transmission 18, or supplies lubricating oil to each part of the vehicle drive device 10. A mechanical oil pump 28 for generating hydraulic pressure is provided.

  The forward / reverse switching device 16 is composed of a double pinion type planetary gear device. The turbine shaft 34 of the torque converter 14 is connected to a sun gear 16s constituting the forward / reverse switching device 16, and the input shaft 36 of the continuously variable transmission 18 is connected to a carrier 16c. A direct coupling clutch 38 is disposed between the carrier 16c and the sun gear 16s. When the direct coupling clutch 38 is engaged, the forward / reverse switching device 16 is rotated integrally and the turbine shaft 34 is input. Directly connected to the shaft 36, the forward driving force is transmitted to the drive wheels 24. When the reaction force brake 40 disposed between the ring gear 16r and the housing 30 is engaged and the direct coupling clutch 38 is released, the input shaft 36 rotates in the reverse direction with respect to the turbine shaft 34. Then, the driving force in the reverse direction is transmitted to the driving wheel 24. When both the direct coupling clutch 38 and the reaction force brake 40 are released, the power transmission between the engine 12 and the continuously variable transmission 18 is cut off. Here, preferably, both the direct coupling clutch 38 and the reaction force brake 40 are hydraulic friction engagement devices.

  The continuously variable transmission 18 includes an input-side variable pulley 42 with a variable V-groove width provided on the input shaft 36, an output-side variable pulley 46 with a variable V-groove width provided on the output shaft 44, and And a transmission belt 48 wound around the variable pulleys 42 and 46, etc., and the power is transmitted through a frictional force between the variable pulleys 42 and 46 and the transmission belt 48. ing. The variable pulleys 42 and 46 include a hydraulic cylinder that changes the V groove width, and the hydraulic pressure of the hydraulic cylinder of the input side variable pulley 42 is controlled by a shift control circuit 50 (see FIG. 2). As a result, the V groove widths of the variable pulleys 42 and 46 are changed to change the engagement diameter (effective diameter) of the transmission belt 48, and the transmission gear ratio γ (= input shaft rotational speed NIN / output shaft rotational speed NOUT) is continuously increased. Can be changed. Further, the hydraulic pressure of the hydraulic cylinder of the output side variable pulley 46 is regulated by the clamping pressure control circuit 52 (see FIG. 2) according to the input torque and the gear ratio γ so that the transmission belt 48 does not slip. Is done.

FIG. 2 is a diagram showing input / output signals in the CVT controller 54 that controls the continuously variable transmission 18. The CVT controller 54 shown in FIG. 2 includes a CPU, a RAM, a ROM, and a so-called microcomputer having an input / output interface, and a program stored in the ROM in advance using the temporary storage function of the RAM by the CPU. By performing signal processing according to the above, shift control and clamping pressure control of the continuously variable transmission 18 are performed. The CVT controller 54 includes a lever position sensor 56, an accelerator operation amount sensor 58, an engine rotation speed sensor 60, an output shaft rotation speed sensor 62, an input shaft rotation speed sensor 64, a turbine rotation speed sensor 66, and the like. 70, lever position PL of the shift lever 68, accelerator pedal operation amount θ _ACC (%), engine speed NE (rpm), output shaft speed NOUT (rpm) (corresponding to vehicle speed V), input shaft speed NIN ( rpm), turbine rotation speed NT (rpm), and the like are supplied, and a manual shift mode selection signal SMN from the mode changeover switch 72, an upshift signal SUP from the upshift detection switch 74, and a downshift from the downshift detection switch 76. Shift signals SDWN are respectively It is designed to be entered. Also, upshift signals UPSW1 to UPSW4 and downshift signals DNSW1 to DNSW4 are input to the CVT controller 54 from an upshift detection switch 86 and a downshift detection switch 88, which will be described later with reference to FIG.

  FIG. 3 is a diagram for explaining the shift operation device 70. The shift operating device 70 is provided with the shift lever 68 that is disposed beside the driver's seat and is switched by the driver, for example, and, for example, as shown in FIG. An R position for traveling, an N position for interrupting power transmission, and a D position for traveling forward while automatically shifting using the entire speed change region of the continuously variable transmission 18 are provided in the longitudinal direction of the vehicle. Next to the position, there is an M position for selecting a manual shift mode (sport sequential shift mode), and before and after the M position, there are a “+” position for an upshift and a “−” position for a downshift. Is provided. The shift lever 68 can be tilted from the M position to the “+” position and the “−” position and is automatically returned to the M position by a spring or the like. Further, the operation of the shift lever 68 is detected by the lever position sensor 56, and is switched to the manual shift mode by operating, for example, the M position. Further, the tilting operation to the “+” position and the “−” position is detected by the upshift detection switch 74 and the downshift detection switch 76, respectively, and the upshift signal SUP is output from the upshift detection switch 74 and the downshift detection switch 76. The downshift signal SDWN is supplied to the CVT controller 54.

  The mode changeover switch 72 is for switching between an automatic transmission mode in which the gear ratio γ of the continuously variable transmission 18 is automatically and continuously changed and a manual transmission mode in which it is changed in stages according to the driver's up / down operation. Each time the push-in operation is performed, ON and OFF are switched, and the manual shift mode selection signal SMN is output in the ON state.

  Here, the D position is a position for selecting the automatic transmission mode in which the transmission gear ratio γ of the continuously variable transmission 18 is automatically and continuously changed, and the M position is in accordance with a driver's up / down operation. This is the position for selecting the manual shift mode that changes in stages. When the lever position sensor 56 detects that the shift lever 68 has been moved from the D position to the M position and the lever position signal PL is input to the CVT controller 60, the CVT controller 60 will be described later. Shift control in the manual shift mode is started. When the upshift detection switch 74 detects that the shift lever 68 has been tilted to the “+” position, an upshift signal SUP is output from the upshift detection switch 74 and the upshift is detected. In accordance with the signal SUP, the CVT controller 54 executes control for changing the gear position of the continuously variable transmission 18 to one level. On the other hand, when the downshift detection switch 76 detects that the shift lever 68 is tilted to the “−” position, the downshift signal SDWN is output from the downshift detection switch 76 and the downshift is performed. In response to the signal SDWN, the CVT controller 54 executes control for changing the gear position of the continuously variable transmission 18 downward.

  FIG. 4 is a diagram for explaining a main part of the control function provided in the paddle shift operating device provided in the steering wheel 80 of the vehicle and the CVT controller 54. As shown in FIG. 4, an upshift paddle 82 and a shift gear for changing the gear position of the continuously variable transmission 18 in the manual gear shift mode are provided on a steering wheel 80 provided in the driver's seat of the vehicle. A downshift paddle 84 is provided for changing the stage down by one stage. The upshift paddle 82 and the downshift paddle 84 are both operated by supplying an upshift signal and a downshift signal to the CVT controller 54 by being pulled toward the front side (driver side). It is. The upshift paddle 82 and the downshift paddle 84 can be operated so as to be pulled forward as described above, and are automatically returned to their original positions by a spring or the like.

  In addition, in order to detect an upshift operation by the upshift paddle 82, a plurality of (four in FIG. 4) upshift detection switches 86a, 86b, 86c, 86d (in particular, hereinafter) that individually detect such operations. If not distinguished, an upshift detection switch 86 is simply provided). Further, in order to detect a downshift operation by the downshift paddle 84, a plurality of (four in FIG. 4) downshift detection switches 88a, 88b, 88c, 88d (hereinafter, particularly, each of which is detected individually). If not distinguished, a downshift detection switch 88 is simply provided). The upshift detection switch 86 and the downshift detection switch 88 detect an operation in which the upshift paddle 82 and the downshift paddle 84 are respectively pulled forward. Details of this detection are shown in FIGS. Will be described later.

  As shown in FIG. 4, the CVT controller 54 controls the hydraulic pressure of the input-side variable pulley 42 of the continuously variable transmission 18 to change the speed ratio γ of the continuously variable transmission 18. As a control function for this purpose, a shift mode determining means 90, an automatic shift control means 92, a manual shift control means 94, an initial shift speed determining means 96, and a gear ratio setting means 98 are functionally provided. Further, switch failure determination means 100 for determining failure of the upshift detection switch 86 and the downshift detection switch 88 is provided. Hereinafter, control by these control functions will be described.

  The shift mode determining means 90 determines whether the continuously variable transmission 18 is in the automatic shift mode or the manual shift mode based on signals supplied from the lever position sensor 56 and the mode changeover switch 72. For example, when the shift lever 68 is moved to the M position by the lever position sensor 56 or when the mode changeover switch 72 is operated, the manual shift mode selection signal is turned on. Is supplied, it is determined that the continuously variable transmission 18 is in the manual transmission mode. Further, when the lever position sensor 56 detects that the shift lever 68 has been moved to the D position, or when the mode changeover switch 72 is operated, the automatic shift mode selection signal is turned off. Is supplied, it is determined that the continuously variable transmission 18 is in the automatic transmission mode.

The automatic shift control means 92 automatically and continuously changes the speed ratio γ of the continuously variable transmission 18 according to the driving state of the continuously variable transmission 18 when the automatic shift mode is determined by the shift mode determining means 90. The automatic shift control is executed. For example, an accelerator operation amount θ _ACC and a vehicle speed V (output shaft) representing the driver's required output amount are determined from an automatic shift map that is predetermined and stored in the map storage device 102 (see FIG. 2) of the CVT controller 54. Based on the rotational speed NOUT), the input side target rotational speed NINT is calculated, and the continuously variable transmission according to the deviation thereof so that the actual input shaft rotational speed NIN matches the target rotational speed NINT. 18 shift control is performed. Specifically, feedback control of the electromagnetic on-off valve and the like of the shift control circuit 50 controls the supply and discharge of hydraulic fluid to and from the hydraulic cylinder of the input-side variable pulley 42 to change the speed of the continuously variable transmission 18. The ratio γ is changed.

  When the manual shift mode is determined by the shift mode determining means 90, the manual shift control means 94 determines a speed ratio γ of the continuously variable transmission 18 in accordance with the driver's up / down operation. Manual shift control (sport sequential shift control) is executed that changes step by step between a plurality of shift speeds so as to achieve a predetermined gear ratio. In the map storage device 102, for example, seven shift stages from the first shift stage “1st” to the seventh shift stage “7th” are preset and stored, and the vehicle speed V is set for each shift stage. Is used as a parameter to set the shift speed line of the input-side target rotational speed NINT. This target rotational speed NINT corresponds to the target gear ratio, and in this embodiment, a series of a plurality of gear ratios corresponding to each gear stage are set in stages like the stepped transmission. The target rotational speed NINT is determined substantially linearly with respect to the vehicle speed V so that a constant gear ratio is obtained.

  The manual shift control means 94 is supplied with the upshift signal SUP or the downshift signal SDWN from the upshift detection switch 74 or the downshift detection switch 76 when the shift lever 68 is operated to the “+” position or the “−” position. Or when the upshift paddle 82 or downshift paddle 84 is operated and the upshift detection switch 86 or downshift detection switch 88 supplies upshift signals UPSW1 to 4 or downshift signals DNSW1 to 4 Includes changing a setting for upshifting or downshifting the gear position, setting a target rotational speed NINT according to a manual gearshift map stored in the map storage device 102 based on the changed gear position, and performing the gearshift control. Via the circuit 50, the continuously variable transmission 18 Performs shift control to the gear ratio γ stepwise changed. As described above, four upshift detection switches 86 for detecting the upshift operation by the upshift paddle 82 are provided, and the upshift signals UPSW1 to UPSW4 are individually supplied from the four upshift detection switches 86, respectively. However, when at least one of these signals is supplied, the CVT controller 54 can detect the operation of the upshift paddle 82. Similarly, the operation of the downshift paddle 84 can be detected by the CVT controller 54 if at least one of the downshift signals DNSW 1 to 4 supplied from the downshift detection switch 88 is supplied. At least one manual shift map is created in advance and stored in the map storage device 102 as a basic shift map. As this basic shift map, it is also possible to prepare a plurality of types of maps such as a manual shift map that emphasizes driving performance, a manual shift map that emphasizes fuel efficiency, or a manual shift map for engine braking.

When the shift lever 68 is held at the D position and the automatic transmission means 92 is traveling in the automatic shift mode, the initial gear stage determination means 96 is operated to the M position. The manual shift mode is switched to the manual shift mode from the initial shift determination map stored in the map storage device 102 when the shift mode determination means 90 determines the start of the manual shift mode. Based on the vehicle speed V and the accelerator operation amount θ _ACC immediately before being set, an initial shift stage to be initially established is determined from among a plurality of predetermined shift stages “1st” to “7th”. Any one of the initial shift speed determination maps is preferably stored in advance in the map storage device 102 in accordance with the characteristics of the vehicle, the purpose of manual shift, and the like.

  The switch failure determination means 100 detects failure of the upshift detection switch 86 based on a plurality of upshift signals UPSW1 to 4 supplied from the upshift detection switch 86 in response to the upshift operation by the upshift paddle 82. Determine. Further, a failure of the downshift detection switch 88 is determined based on a plurality of downshift signals DNSW1 to 4 supplied from the downshift detection switch 88 in response to the downshift operation by the downshift paddle 84. The determination of this failure will be described later with reference to FIGS.

  Here, the upshift detection switch 86 and the downshift detection switch 88 provided for detecting the operations of the upshift paddle 82 and the downshift paddle 84 as the paddle shift operation device are both in the contact state. The switch is a binary switch that outputs an on signal or an off signal in response to the upshift operation by the upshift paddle 82 and the downshift operation by the downshift paddle 84. Alternatively, it is arranged so that the on / off signal as the output signal is switched along with switching from the non-contact side to the contact side). The present invention is preferably applied to both the upshift detection switch 86 and the downshift detection switch 88. In the following description, an example in which the present invention is applied to the upshift detection switch 86 will be described. Will be described in detail.

  In this embodiment, the upshift detection switch 86a as the first switch for detecting the upshift operation by the upshift paddle 82 is arranged so that the output signal is switched from the on signal to the off signal in accordance with the upshift operation. It has been done. Similarly, an upshift detection switch 86b as a second switch for detecting an upshift operation by the upshift paddle 82 is arranged so that the output signal is switched from an off signal to an on signal in accordance with the upshift operation. Is. Similarly, an upshift detection switch 86c as a third switch for detecting an upshift operation by the upshift paddle 82 is arranged so that the output signal is switched from an on signal to an off signal in accordance with the upshift operation. Is. Similarly, an upshift detection switch 86d as a fourth switch for detecting an upshift operation by the upshift paddle 82 is arranged so that an output signal is switched from an off signal to an on signal in accordance with the upshift operation. Is.

  FIG. 5 is a diagram for explaining changes in the output signals of the upshift detection switch 86 in accordance with the operation of the upshift paddle 82 at the normal time (non-failure time). The alphabets A to I shown in FIG. 5 indicate the operation position of the upshift paddle 82 (the state where the upshift paddle 82 is pulled toward the front as it advances from A to I). Each axis is shown correspondingly (the same applies to FIGS. 6 to 9). As shown in FIG. 5, the upshift detection switches 86a and 86b are arranged such that their output signals are switched at different timings according to the upshift operation by the upshift paddle 82. That is, the upshift detection switch 86a is arranged so that its output signal is switched from an on signal to an off signal when the operation position of the upshift paddle 86 is switched from B to C. 86b is arranged so that its output signal is switched from the off signal to the on signal when the operation position of the upshift paddle 86 is switched from D to E. In other words, of the upshift detection switch 86a as the first switch and the upshift detection switch 86b as the second switch, the on signal is turned off in response to the upshift operation by the upshift paddle 82. The upshift detection switch 86a serving as a first switch arranged so as to switch to a signal is arranged so as to switch first corresponding to the operation position of the upshift paddle 82.

  Further, as shown in FIG. 5, the upshift detection switches 86c and 86d are arranged such that their output signals are switched at different timings according to the upshift operation by the upshift paddle 82. That is, the upshift detection switch 86c is arranged so that its output signal is switched from an on signal to an off signal when the operation position of the upshift paddle 86 is switched from B to C. 86d is arranged so that its output signal is switched from an off signal to an on signal when the operation position of the upshift paddle 86 is switched from D to E. In other words, of the upshift detection switch 86c as the third switch and the upshift detection switch 86d as the fourth switch, the on signal is turned off in response to the upshift operation by the upshift paddle 82. The upshift detection switch 86c as a third switch arranged so as to switch to a signal is arranged so as to switch first in correspondence with the operation position of the upshift paddle 82. In such a configuration, as shown in FIG. 5, the logical product of the output of the upshift detection switch 86a as the first switch and the output of the upshift detection switch 86b as the second switch, The logical product of the output of the upshift detection switch 86c, which is a switch, and the output of the upshift detection switch 86d, which is a fourth switch, is always off regardless of the operating position of the upshift paddle 82.

  As described above, in this embodiment, the upshift detection switches 86a and 86c are such that their output signals are switched from an on signal to an off signal when the operation position of the upshift paddle 86 is switched from B to C. The upshift detection switches 86b and 86d are both arranged so that their output signals are switched from an off signal to an on signal when the operation position of the upshift paddle 86 is switched from D to E. It is a thing. That is, the upshift detection switch 86a as the first switch and the upshift detection switch 86c as the third switch are switched from on to off at the same timing according to the operation of the upshift paddle 86, and the second switch The upshift detection switch 86b as the fourth switch and the upshift detection switch 86d as the fourth switch are configured to switch from off to on at the same timing according to the operation of the upshift paddle 86. It may not be exactly the same timing, and there may be a slight deviation. Further, these timings may be intentionally shifted, and this aspect will be described later with reference to FIG.

  With regard to the upshift detection switch 86 configured as described above, the switch failure determination means 100 outputs the output of the upshift detection switch 86a as the first switch corresponding to the upshift operation by the upshift paddle 82 and the first switch. The failure is determined based on the logical product with the output of the upshift detection switch 86b as the second switch. Specifically, when the logical product of the output of the upshift detection switch 86a and the output of the upshift detection switch 86b is on, at least one of the upshift detection switches 86a and 86b is on. Is determined.

  FIG. 6 is a diagram for explaining the change of the output signal of each upshift detection switch 86 according to the operation of the upshift paddle 82 when the first switch (upshift detection switch 86a) has an on failure. As shown in FIG. 6, when the upshift detection switch 86a, which is the first switch, is on-failed, even if the upshift paddle 82 is operated and its operation position is switched from B to C. The output signal of the upshift detection switch 86a remains an on signal and does not switch. In such an aspect, when the output signal of the upshift detection switch 86b which is the second switch is switched from the off signal to the on signal in response to the operation of the upshift paddle 82, the output and the first switch are provided. The logical product with the output of the upshift detection switch 86a is turned on. Based on such a configuration, the switch failure determination means 100 determines that the logical product of the output of the upshift detection switch 86a that is the first switch and the output of the upshift detection switch 86b that is the second switch is the upshift. When the switch is turned on in response to the upshift operation by the shift paddle 82, the switch is arranged so that the output signal is switched from the on signal to the off signal in response to the upshift operation. It is determined that the upshift detection switch 86a has an on failure.

  FIG. 7 is a diagram for explaining the change of the output signal of each upshift detection switch 86 according to the operation of the upshift paddle 82 when the second switch (upshift detection switch 86b) has an on failure. As shown in FIG. 7, when the upshift detection switch 86b, which is the second switch, is on-failed, the output signal of the upshift detection switch 86b is not dependent on the operation of the upshift paddle 82. It does not switch with the on signal. In such an aspect, when the output signal of the upshift detection switch 86a as the first switch is switched from the on signal to the off signal in response to the operation of the upshift paddle 82, the output and the second switch are provided. The logical product with the output of the upshift detection switch 86b is turned off, and before that (before the upshift operation is performed), the logical product is on. Based on such a configuration, the switch failure determination means 100 determines that the logical product of the output of the upshift detection switch 86a that is the first switch and the output of the upshift detection switch 86b that is the second switch is the upshift. When the switch is on before the upshift operation by the shift paddle 82 is performed, a switch that is arranged so that its output signal is switched from the off signal to the on signal according to the upshift operation, that is, the second switch It is determined that the upshift detection switch 86b is on-failed.

  The above failure determination is performed for the upshift detection switch 86c that is the third switch arranged similarly to the first switch and the upshift detection switch 86d that is the fourth switch arranged similarly to the second switch. Also applies. That is, the switch failure determination means 100 outputs the output of the upshift detection switch 86c as the third switch corresponding to the upshift operation by the upshift paddle 82 and the upshift detection switch 86d as the fourth switch. The failure is determined based on the logical product with the output. Specifically, when the logical product of the output of the upshift detection switch 86c and the output of the upshift detection switch 86d is on, at least one of the upshift detection switches 86c and 86d has an on failure. Is determined. When the logical product is turned on in response to the operation of the upshift paddle 82, the upshift detection switch 86c, which is the third switch, is turned on before the operation is performed. It is determined that the upshift detection switch 86d, which is the fourth switch, has an on failure.

  FIG. 8 is a diagram for explaining the change of the output signal of each upshift detection switch 86 according to the operation of the upshift paddle 82 when the first switch (upshift detection switch 86a) has an off failure. As shown in FIG. 8, when the upshift detection switch 86a as the first switch has an off failure, the output signal of the upshift detection switch 86a is not dependent on the operation of the upshift paddle 82. Does not switch off signal. In such an embodiment, the logical product of the output of the upshift detection switch 86 a and the output of the upshift detection switch 86 b is always off regardless of the operation position of the upshift paddle 82. In this case, the switch failure determination means 100 compares the output of the upshift detection switch 86a, which is the first switch, with the output of the upshift detection switch 86c, which is the third switch. Determine. In the embodiment of FIG. 8, the output of the upshift detection switch 86c, which is a third switch, is switched from on to off in response to the operation of the upshift paddle 82, while the upshift, which is the first switch, is used. Since the output of the detection switch 86a remains off, it can be determined by comparing the output signals that the upshift detection switch 86a (or 86c) has an off failure.

  FIG. 9 is a diagram for explaining the change of the output signal of each upshift detection switch 86 according to the operation of the upshift paddle 82 when the second switch (upshift detection switch 86b) has an off failure. As shown in FIG. 9, when the upshift detection switch 86b, which is the second switch, has an off failure, the output signal of the upshift detection switch 86b is not dependent on the operation of the upshift paddle 82. Does not switch off signal. In such an embodiment, the logical product of the output of the upshift detection switch 86 a and the output of the upshift detection switch 86 b is always off regardless of the operation position of the upshift paddle 82. In this case, the switch failure determination means 100 compares the output of the upshift detection switch 86b, which is a second switch, with the output of the upshift detection switch 86d, which is a fourth switch. Determine. In the embodiment of FIG. 9, the output of the upshift detection switch 86d, which is the fourth switch, is switched from OFF to ON in response to the operation of the upshift paddle 82, while the upshift is the second switch. Since the output of the detection switch 86b remains off, it is possible to determine that the upshift detection switch 86b (or 86d) has an off failure by comparing the output signals.

  FIG. 10 is a flowchart for explaining a main part of the switch failure determination control by the CVT controller 54, which is repeatedly executed at a predetermined cycle. In this control, a description is given of a control that determines only an on failure of the switches 1 to 4 and does not determine an off failure.

  First, in step S1 (hereinafter, step is omitted), from the upshift detection switches 86a (SW1), 86b (SW2), 86c (SW3), 86d (SW4) according to the operation of the upshift paddle 82. A signal is acquired. Next, in S2, it is determined whether or not the logical product of the output of the upshift detection switch 86a that is the first switch and the output of the upshift detection switch 86b that is the second switch is OFF. . If the determination at S2 is affirmative, it is determined at S3 that the upshift detection switches 86a and 86b are not on-failed, and then the processing from S5 is executed, but the determination at S2 is negative. In other words, when the logical product of the output of the upshift detection switch 86a and the output of the upshift detection switch 86b is on, in S4, the upshift detection switch 86a as the first switch and the first switch It is determined that one of the upshift detection switches 86b, which is the second switch, has an on-failure. Here, when the logical product is turned on before the operation of the upshift paddle 82, the upshift detection switch 86b as the second switch is turned on in response to the operation. If it is determined that the upshift detection switch 86a, which is the first switch, has an on-failure, it is determined. Next, in S5, it is determined whether or not the logical product of the output of the upshift detection switch 86c as the third switch and the output of the upshift detection switch 86d as the fourth switch is OFF. . If the determination in S5 is affirmative, it is determined in S6 that the upshift detection switches 86c and 86d have no on-failure, and then the processing in S8 and subsequent steps is executed, but the determination in S5 is negative. In other words, when the logical product of the output of the upshift detection switch 86c and the output of the upshift detection switch 86d is on, in S7, the upshift detection switch 86c and the third switch as the third switch are turned on. It is determined that any one of the upshift detection switches 86d, which is No. 4 switch, has an on failure. Here, when the logical product is turned on before the operation of the upshift paddle 82, the upshift detection switch 86d as the fourth switch is turned on in response to the operation. If it is determined that the upshift detection switch 86c, which is the third switch, has an on-failure, it is determined. Next, in S8, the operation of the upshift paddle 82 is detected by the switch of the upshift detection switch 86 that has not been determined to be faulty, and this routine is then terminated. In the above control, S2 to S7 correspond to the operation of the switch failure determination means 100.

  Subsequently, as another embodiment of the present invention, another arrangement example of the upshift detection switch 86 will be described in detail with reference to FIGS. FIG. 11 is a diagram for explaining changes in the output signals of the upshift detection switch 86 corresponding to other arrangements of the upshift detection switch 86 according to the operation of the upshift paddle 82, and the horizontal axis represents the upshift detection switch 86. An operation position of the shift paddle 82 (a state where the shift paddle 82 is pulled toward the near side as it goes to the right) is shown. In addition, the range in which the output from each switch is turned off in response to the operation of the upshift paddle 82 is the hatched region from the upper right to the lower left, and the output variation range (the ON signal and the OFF signal vary due to the placement error) (Range) is indicated by shaded areas from upper right to lower left and shaded areas from upper left to lower right. FIG. 12 illustrates the output level from each switch. FIG. 13 is a diagram for explaining an example of dimensions (relative distances of operation positions of the upshift paddle 82) a to p of each part shown in FIG.

  As shown in FIG. 11, in the present embodiment, the plurality of upshift detection switches 86 are arranged in advance in consideration of design and manufacturing variations. That is, the upshift detection switch 86a as the first switch and the upshift detection switch 86c as the third switch are arranged so as to be switched from off to on at different timings according to the operation of the upshift paddle 86. Yes. Further, the upshift detection switch 86b as the second switch and the upshift detection switch 86d as the fourth switch are arranged so as to be switched from on to off at different timings according to the operation of the upshift paddle 86, respectively. Yes. In such a configuration, an off-fault (disconnection) of the upshift detection switch 86a as the first switch and the upshift detection switch 86b as the second switch is performed by the control shown in the flowchart of FIG. 14 described in detail below. Can be suitably determined. That is, when comparing the output of the upshift detection switch 86a as the first switch and the output of the upshift detection switch 86d as the third switch in order to determine the off-failure, in this embodiment, FIG. As shown in FIG. 11, the upshift detection switch 86a as the first switch is turned from off to on first in response to the operation of the upshift paddle 82, rather than the upshift detection switch 86c as the third switch. Since the switches are arranged so as to be switched, a section in which the output of the upshift detection switch 86a as the first switch is an ON signal and the output of the upshift detection switch 86c as the third switch is an OFF signal, that is, FIG. 13 by comparing their outputs in the interval indicated by the number n. The off-failure of the up-shift detecting switch 86a as Ji can be suitably determined. Similarly, in the section where the output of the upshift detection switch 86b as the second switch is an ON signal and the output of the upshift detection switch 86d as the fourth switch is an OFF signal, that is, in the number p in FIG. By comparing those outputs in the indicated section, it is possible to preferably determine an off-failure of the upshift detection switch 86b as the second switch. In the actual determination, if it is determined that the upshift detection switch 86a as the first switch is neither an on-failure nor an off-failure, the failure of the upshift detection switch 86b as the second switch is Needless to say, it is understood that the operation has been normally input by the first switch. Further, when the first switch or the second switch is in an on-failure, if the third switch or the fourth switch is not in an on-failure, it is determined that the first switch or the second switch is off, and the off-failure is detected. If it is determined that there is no switch, it turns out that the switch has no on-failure.

  FIG. 14 is a flowchart for explaining a main part of the switch failure determination control by the CVT controller 54 executed corresponding to the configuration shown in FIG. 11 described above, and is repeatedly executed at a predetermined cycle. This control may be executed corresponding to the configuration shown in FIGS. 5 to 9 described above. Further, in the control shown in FIG. 14, the same reference numerals are assigned to the processes common to the control shown in FIG. 10 described above, and the description thereof is omitted.

  In the control of FIG. 14, in S9 following the process of S6 described above, the output of the upshift detection switch 86a that is the first switch is OFF and the output of the upshift detection switch 86c that is the third switch is It is determined whether or not it is on. If the determination in S9 is affirmative, it is determined in S10 that the upshift detection switch 86a that is the first switch has an off-fault, and in S11, an abnormality (failure) has occurred in the switch. This routine is terminated after the processing in the case is executed, but if the determination in S9 is negative, it is determined in S12 that the upshift detection switch 86a as the first switch is not an off-failure. After that, in S13, it is determined whether or not the output of the upshift detection switch 86b as the second switch is off and the output of the upshift detection switch 86d as the fourth switch is on. The If the determination in S13 is affirmative, after it is determined in S14 that the upshift detection switch 86b, which is the second switch, is an off-failure, the processing from S11 is executed. If the determination is negative, in S15, it is determined that the upshift detection switch 86b, which is the second switch, is not an off-failure, and then the processing in S8 and subsequent steps is executed. In the above control, S2 to S7 and S9 to S15 correspond to the operation of the switch failure determining means 100.

  Thus, according to the present embodiment, the upshift detection switch 86a as the first switch and the upshift detection switch 86b as the second switch for detecting the upshift operation by the upshift paddle 82 as the operation device. These upshift detection switches 86a and 86b are arranged such that either one of the upshift detection switches 86a and 86b changes the output signal from an on signal to an off signal in response to the upshift operation, and the other in accordance with the upshift operation. Since the output signals are arranged so that the output signal is switched from the off signal to the on signal at a different timing from the switch, the same signal is superimposed and input to the control device as in the prior art. It is possible to prevent malfunctions that cause unstable control, and it is suitable for failure of these switches. It can determine. That is, it is possible to provide a vehicle switch device that realizes a stable and reliable fail-safe.

  Also, switch failure determination means 100 (S2 to S7, S9 to S15) for determining a failure based on the logical product of the output of the upshift detection switch 86a and the output of the upshift detection switch 86b corresponding to the upshift operation. Therefore, the failure can be suitably determined by taking the logical product of the on / off signals output from the upshift detection switches 86a and 86b, respectively.

  Further, an upshift detection switch 86c as a third switch for detecting the upshift operation and an upshift detection switch 86d as a fourth switch are provided, and any one of the upshift detection switches 86c and 86d is the above-described one. The output signal is switched from the off signal to the on signal at a timing different from that of the one switch according to the predetermined operation so that the output signal is switched from the on signal to the off signal according to the upshift operation. Therefore, by providing the upshift detection switches 86c and 86d as spares for the upshift detection switches 86a and 86b, more reliable fail safe can be realized.

  In addition, the upshift detection switches 86a and 86b are arranged such that a switch of the upshift detection switches 86a and 86b that is arranged to switch from an on signal to an off signal according to the upshift operation is switched first. When the logical product of the output of the upshift detection switch 86a and the output of the upshift detection switch 86b is on, the switch failure determination means 100 determines whether the upshift detection switches 86a and 86b Since it is determined that at least one of them is on-failed, it is possible to suitably determine the on-failure of the upshift detection switches 86a and 86b.

  The switch failure determination means 100 detects the upshift when the logical product of the output of the upshift detection switch 86a and the output of the upshift detection switch 86b is turned on in response to the upshift operation. Of the switches 86a and 86b, the switch arranged so that the output signal thereof is switched from the on signal to the off signal in response to the upshift operation is determined to be an on failure, so the upshift detection switch 86a. And 86b can be determined in a practical manner.

  In addition, the switch failure determination unit 100 determines that the upshift detection switch 86a and the output of the upshift detection switch 86b are turned on before the upshift operation is performed. Of the detection switches 86a and 86b, the switch arranged so that the output signal thereof is switched from the off signal to the on signal in accordance with the predetermined operation is determined to be an on failure. The on failure of 86a and 86b can be determined in a practical manner.

  Further, the upshift detection switches 86c and 86d are arranged such that a switch of the upshift detection switches 86c and 86d, which is arranged to switch from an on signal to an off signal according to the upshift operation, is switched first. When the logical product of the output of the upshift detection switch 86c and the output of the upshift detection switch 86d is on, the switch failure determination means 100 determines whether the upshift detection switches 86c and 86d Since it is determined that at least one of them is on-failed, it is possible to suitably determine the on-failure of the upshift detection switches 86c and 86d.

  The switch failure determination means 100 detects the upshift when the logical product of the output of the upshift detection switch 86c and the output of the upshift detection switch 86d is turned on in response to the upshift operation. Of the switches 86c and 86d, the switch arranged so that the output signal thereof is switched from the on signal to the off signal in response to the upshift operation is determined to be on failure, and therefore the upshift detection switch 86c. And 86d on-failure can be determined in a practical manner.

  Further, the switch failure determination means 100 determines that the upshift detection switch 86c and the output of the upshift detection switch 86d are turned on before the upshift operation is performed. Of the detection switches 86c and 86d, it is determined that a switch arranged so that its output signal is switched from an off signal to an on signal in response to the upshift operation has an on failure. The on-failure of 86c and 86d can be determined in a practical manner.

  The upshift detection switches 86a and 86c are both switches that are switched from an on signal to an off signal in response to the upshift operation, and the switch failure determination means 100 includes the upshift detection switch 100a. If the logical product of the output of 86a and the output of the upshift detection switch 86b and the logical product of the output of the upshift detection switch 86c and the output of the upshift detection switch 86d are both OFF, the upshift detection is performed. By comparing the output of the switch 86a and the output of the upshift detection switch 86c to determine the off failure of the upshift detection switches 86a and 86c, the off failure of the upshift detection switches 86a and 86c is put into practical use. Can be determined in a typical manner.

  The upshift detection switches 86b and 86d are switches that are arranged so as to be switched from an off signal to an on signal in accordance with the upshift operation, and the switch failure determination means 100 includes the upshift detection switch If the logical product of the output of 86a and the output of the upshift detection switch 86b and the logical product of the output of the upshift detection switch 86c and the output of the upshift detection switch 86d are both OFF, the upshift detection is performed. Since the output of the switch 86b and the output of the upshift detection switch 86d are compared to determine the off failure of the upshift detection switches 86b and 86d, the off failure of the upshift detection switches 86b and 86d. Can be determined in a practical manner Kill.

  The preferred embodiments of the present invention have been described in detail with reference to the drawings. However, the present invention is not limited to these embodiments, and may be implemented in other modes.

  For example, in the above-described embodiment, the example in which the present invention is applied to the upshift detection switch 86 that detects the operation of the upshift paddle 82 as the shift operation device has been described. However, the present invention is not limited thereto. Instead, it may be applied to the downshift detection switch 88 that detects the operation of the downshift paddle 84. Further, the vehicle is operated such as an upshift detection switch 74 and a downshift detection switch 76 for detecting an operation of the shift lever 68 as an operation device, a mode changeover switch 72, a forward / reverse changeover switch (not shown), an auto cruise switch, and the like. Therefore, the present invention can be widely applied to a vehicular switch device including a binary switch that detects a predetermined operation by an operating device.

  In the above-described embodiment, the example in which the present invention is applied to the upshift paddle 82 that is a paddle type switch has been described. However, as described above, the present invention is applied to a push-in switch such as the mode switch 72. Further, the properties of the operation device are not limited as long as the operation device has a position, number, and shape that can be operated by the driver.

  In addition, although not illustrated one by one, the present invention is implemented with various modifications within a range not departing from the gist thereof.

1 is a schematic diagram of a vehicle drive device to which the present invention is preferably applied. It is a figure which shows the input / output signal in the CVT controller which controls the continuously variable transmission with which the drive device of FIG. 1 was equipped. It is a figure explaining the shift operation apparatus with which the drive device of FIG. 1 was equipped. It is a figure explaining the principal part of the control function with which the paddle shift operation apparatus and CVT controller which were provided in the steering wheel in the drive device of FIG. FIG. 5 is a diagram for explaining a change according to an upshift operation of an output signal of each of the upshift detection switches in FIG. FIG. 5 is a diagram for explaining a change according to an upshift operation of an output signal of each of the upshift detection switches in FIG. 4 when the first switch has an on failure. FIG. 5 is a diagram illustrating a change according to an upshift operation of an output signal of each of the upshift detection switches in FIG. 4 when the second switch has an on failure. FIG. 5 is a diagram illustrating a change according to an upshift operation of an output signal of each of the upshift detection switches in FIG. 4 when the first switch has an off failure. FIG. 5 is a diagram illustrating a change according to an upshift operation of an output signal of each of the upshift detection switches in FIG. 4 when the second switch has an off failure. It is a flowchart explaining the principal part of switch failure determination control by the CVT controller of FIG. FIG. 5 is a diagram for explaining changes according to upshift operations of output signals of the upshift detection switches corresponding to other arrangements of the upshift detection switches of FIG. 4. It is a figure which illustrates the output level from each upshift detection switch in arrangement | positioning of FIG. It is a figure explaining an example of the dimension of each part shown by the small letter of an alphabet in FIG. 12 is a flowchart for explaining a main part of switch failure determination control by the CVT controller of FIG. 4 corresponding to the configuration shown in FIG.

Explanation of symbols

82: Upshift paddle (operating device)
86a: Upshift detection switch (first switch)
86b: Upshift detection switch (second switch)
86c: Upshift detection switch (third switch)
86d: Upshift detection switch (fourth switch)
100: Switch failure determination means

Claims (11)

A vehicle switch device including a binary switch for detecting a predetermined operation by an operation device for operating a vehicle,
A first switch and a second switch for detecting a predetermined operation by the operation device are provided, and one of the first switch and the second switch has its output signal turned on in response to the predetermined operation. The other is arranged so that the output signal is switched from the off signal to the on signal at a timing different from that of the one switch according to the predetermined operation so that the signal is switched to the off signal. A vehicle switch device.   2. The vehicle switch device according to claim 1, further comprising switch failure determination means for determining failure based on a logical product of the output of the first switch and the output of the second switch corresponding to the predetermined operation. .   A third switch and a fourth switch for detecting the predetermined operation are provided, and any one of the third switch and the fourth switch has its output signal turned off from an on signal according to the predetermined operation. 3. The other is arranged so that the output signal is switched from an off signal to an on signal at a timing different from that of the one switch in accordance with the predetermined operation so that the other is switched. Vehicle switch device.   In the first switch and the second switch, a switch arranged so as to switch from an on signal to an off signal according to the predetermined operation is switched first among the first switch and the second switch. The switch failure determination means is arranged so that the logical product of the output of the first switch and the output of the second switch is on, the first switch and the second switch. The vehicle switch device according to claim 2 or 3, wherein at least one of the two is determined to be on-failed.   When the logical product of the output of the first switch and the output of the second switch is turned on in response to the predetermined operation, the switch failure determination unit is configured to output the first switch and the second switch. The switch device for vehicles of Claim 4 which determines with the switch arrange | positioned so that the output signal may switch from an ON signal to an OFF signal according to said predetermined operation among switches.   When the logical product of the output of the first switch and the output of the second switch is on before the predetermined operation is performed, the switch failure determination unit is configured to output the first switch and the second switch. 6. The vehicle switch device according to claim 4, wherein a switch arranged so that an output signal of the switch is switched from an off signal to an on signal in accordance with the predetermined operation is determined to be on. .   In the third switch and the fourth switch, the switch arranged so as to switch from the on signal to the off signal in accordance with the predetermined operation is switched first among the third switch and the fourth switch. When the logical product of the output of the third switch and the output of the fourth switch is on, the switch failure determination means is arranged so that the third switch and the fourth switch The vehicle switch device according to claim 3, wherein at least one of the two is determined to be on-failed.   When the logical product of the output of the third switch and the output of the fourth switch is turned on in response to the predetermined operation, the switch failure determination unit is configured to output the third switch and the fourth switch. 8. The vehicular switch device according to claim 7, wherein a switch arranged so that an output signal of the switch is switched from an on signal to an off signal in accordance with the predetermined operation is determined to be on.   When the logical product of the output of the third switch and the output of the fourth switch is on before the predetermined operation is performed, the switch failure determination unit is configured to output the third switch and the fourth switch. The switch device for vehicles according to claim 7 or 8 which judges that the switch arranged so that the output signal changes from an OFF signal to an ON signal according to said predetermined operation among ON switches .   Each of the first switch and the third switch is a switch arranged so as to be switched from an on signal to an off signal in accordance with the predetermined operation, and the switch failure determination unit is configured to switch the first switch and the third switch. When the logical product of the output and the output of the second switch and the logical product of the output of the third switch and the output of the fourth switch are both OFF, the output of the first switch and the output of the first switch The vehicle switch device according to any one of claims 3 to 9, wherein an off-fault of the first switch and the third switch is determined by comparing the outputs of the three switches.   Each of the second switch and the fourth switch is a switch arranged so as to be switched from an off signal to an on signal in accordance with the predetermined operation, and the switch failure determination means is configured to switch the first switch When the logical product of the output and the output of the second switch and the logical product of the output of the third switch and the output of the fourth switch are both OFF, the output of the second switch and the output of the second switch The vehicle switch device according to any one of claims 3 to 10, wherein an off-fault of the second switch and the fourth switch is determined by comparing the outputs of the four switches.

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