JP2015009754A - Drive changeover controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve reliability of a vehicle.SOLUTION: The drive changeover controller comprises: a position input part for performing input processing of a detection signal indicating a detection result of an operation position of an actuator for performing switching operation whether drive force of the vehicle is transmitted or not detected by a detection part disposed on the vehicle; and a determination part for determining whether the actuator is connected in a manner that the actuator can be used in the vehicle based on a detection signal of the actuator which is subjected to input processing by the position input part.

Description

  Embodiments described herein relate generally to a drive switching control device.

  2. Description of the Related Art Conventionally, a drive switching device capable of switching between two-wheel drive and four-wheel drive, which uses four-wheel drive to stabilize traveling on rough roads and the like and two-wheel drive to improve fuel efficiency during normal traveling, is a vehicle. It is mounted on.

  By the way, in a vehicle, when the vehicle turns a curve, an inner wheel difference (speed difference between the inner and outer wheels) is generated. In order to absorb this and distribute the same torque from the power source, a differential gear (differential gear, (Hereinafter also referred to as differential). Some of the differentials have a total of three differentials that are used to change the torque distribution of the front and rear wheels together with the drive wheels.

  A vehicle equipped with the drive switching device described above often includes a mechanism for separating the differential and a mechanism for locking the differential. If these mechanisms are mounted in the vehicle, an actuator for driving the mechanism is connected.

JP 2002-101503 A

  However, in the prior art, the harness of the actuator that should be built in the mechanism may be disconnected due to unforeseen circumstances.

  The drive switching control device according to the embodiment inputs a detection signal indicating a result of detection of an operation position of an actuator that performs a switching operation of whether or not to transmit a driving force of the vehicle by a detection unit provided in the vehicle. A position input unit for processing, and a determination unit for determining whether or not the actuator is operatively connected in the vehicle, based on the detection signal of the actuator input by the position input unit. Prepare. As an example, this configuration makes it possible to determine whether or not the actuator is operably connected in the vehicle, so that it is possible to improve safety during driving.

  Here, the drive switching control device according to the embodiment further includes a power source mounted on the vehicle, and a voltage value detection unit that detects a voltage value on an energization path from the power source via the actuator, The determination unit is further detected by the voltage value detection unit when the detection signal is a predetermined signal output from the detection unit when the actuator is not operably connected in the vehicle. It is preferable to determine whether or not the actuator is operably connected in the vehicle based on the voltage value. As an example, the configuration can determine whether or not the actuator is operably connected in the vehicle based on the combination of the detection signal and the voltage value, so that the safety of driving can be further improved. Play.

  In the drive switching control device according to the embodiment, when the detection signal is the predetermined signal, a relay is used to form the energization path from the power source to the voltage value detection unit via the actuator. And a path switching unit that switches between the two, and the determination unit enables the actuator to be used in the vehicle based on the voltage value detected by the voltage value detection unit after the energization path is formed. It is preferable to determine whether or not it is connected. As an example with this configuration, since the relay is switched only when the detection signal is a predetermined signal, the use period of the relay can be improved.

  The drive switching control device according to the embodiment further includes a current control unit that controls an output current of the actuator in the energization path after the energization path is formed, and the determination unit includes the current control unit Thus, after setting the output current to 0, it is preferable to determine whether or not the actuator is operatively connected in the vehicle based on the voltage value detected by the voltage value detection unit. . As an example, the configuration determines whether or not the actuator is operably connected in the vehicle after controlling the current, and thus has an effect of improving reliability.

  In the drive switching control device according to the embodiment, when the actuator is operably connected in the vehicle, the position input unit includes a plurality of the detection units as a result of detecting the operation position of the actuator. It is preferable to input a detection signal that turns on one or more of them. As an example, the configuration can determine whether or not the actuator can be used with the detection signal of the operation position, so that the same apparatus can be used for a plurality of system controls, and thus the manufacturing cost can be reduced.

  In the drive switching control device according to the embodiment, when the vehicle is started, the determination unit can use the actuator in the vehicle based on the detection signal output from the detection unit. It is preferable to determine whether or not they are connected. As an example, this configuration makes it possible to check whether or not the actuator can be used every time it is started, so that the safety of driving can be improved.

  In the drive switching control device according to the embodiment, when the vehicle is activated, the determination unit indicates that the operation position of the actuator indicated by the detection signal output from the detection unit is the vehicle. It is preferable to determine whether or not the actuator is operably connected in the vehicle based on whether or not the predetermined position exists when the is activated. As an example of this configuration, the actuator can be used even when there are only two ON / OFF detection signals output from the detection unit, since the operation position of the actuator at startup is determined based on whether or not it is a predetermined position. There is an effect that it can be confirmed whether or not.

FIG. 1 is a diagram illustrating a configuration example of a vehicle driving force transmission system of a vehicle according to the embodiment. FIG. 2 is a block diagram illustrating a configuration of the ECU according to the embodiment and each unit controlled by the ECU. FIG. 3 is a configuration diagram schematically illustrating the structure of the actuator according to the embodiment. FIG. 4 is a diagram illustrating a configuration of the energization path switching circuit according to the embodiment. FIG. 5 is a diagram illustrating a configuration of a switch management table according to the embodiment. FIG. 6 is a conceptual diagram illustrating logic for determining whether or not the actuator of the differential separation unit is connected, which is performed by the ECU according to the embodiment. FIG. 7 is a conceptual diagram illustrating logic for determining whether or not the actuator of the diff lock unit is connected, which is performed by the ECU according to the embodiment. FIG. 8 is a flowchart illustrating a procedure of determination processing for determining whether or not the actuator of the differential separation unit is connected to the vehicle in the ECU according to the embodiment. FIG. 9 is a flowchart illustrating a procedure of determination processing for determining whether or not the actuator of the differential lock unit is connected to the vehicle in the ECU according to the embodiment.

  In the present embodiment, the vehicle may be, for example, an automobile (an internal combustion engine automobile) using an internal combustion engine (engine, not shown) as a drive source, or an electric motor (motor, not shown) as a drive source. The vehicle may be an automobile (electric vehicle, fuel cell vehicle, etc.), or an automobile (hybrid vehicle) using both of them as drive sources.

  Further, the vehicle can be equipped with various devices (systems, components, etc.) necessary for driving the internal combustion engine and the electric motor. In addition, the method, number, layout, and the like of devices related to driving of wheels in the vehicle can be set variously.

  FIG. 1 is a diagram illustrating a configuration example of a vehicle driving force transmission system including a drive switching control device for a vehicle 1 according to the embodiment. As shown in FIG. 1, the vehicle driving force transmission system includes an engine 20 that is a power source for driving any one or more of the front wheels 4F and the rear wheels 4R, and the rotation direction of the engine 20 in the forward or reverse direction. A transmission 21 that decelerates and decelerates, a transfer 3 that distributes the output of the engine 20 to the front and rear shafts via a drive shaft (propeller shaft) 13, a front-wheel differential gear (hereinafter also referred to as F differential) 5, And a wheel side differential gear (hereinafter also referred to as R differential) 6.

  Further, the vehicle driving force transmission system of the vehicle 1 includes a differential separation unit 41, a differential separation mechanism 9, an actuator 7 for operating the differential separation mechanism 9 to separate the F differential 5, a shift fork and a spline of the actuator 7. And a position detection SW group 8 for detecting the position of. Further, the vehicle driving force transmission system of the vehicle 1 includes a differential lock unit 42 as a differential lock unit 42, an actuator 10 for operating the differential lock mechanism 12 to lock the R differential 6, a shift fork and a spline of the actuator 10. A position detection SW group 11 for detecting the position. Furthermore, an ECU (electronic control unit) 2 for controlling each component provided as a drive switching control device is provided.

  The driving force of the engine 20 is transmitted to the transfer 3 via the transmission 21, is transmitted to the R differential 6 from the transfer 3, and rotates the rear wheel 4R via the rear axle 14R. Further, when driving with four wheels, the driving force is transmitted from the transfer 3 to the F differential 5 to rotate the front wheels 4F via the front axle 14F.

  The transfer 3 distributes the driving force from the engine 20 to the front and rear shafts via the drive shaft 13 (propeller shaft). The transfer 3 includes an actuator 31, a position detection SW group 32 for detecting the positions of the shift forks and splines of the actuator 31, a sub-transmission 33, a 2WD-4WD switching mechanism 34, a diff lock mechanism 35, A center differential 36.

  The auxiliary transmission 33 is configured to be able to switch the final reduction ratio during four-wheel drive between a high gear and a low gear. By operating a switch from the inside of the vehicle, the actuator 31 operates a high & low shift lever (not shown) to switch between high gear and low gear. The 2WD-4WD switching mechanism 34 is a switching mechanism for switching between two-wheel drive (2WD) and four-wheel drive (4WD).

  The center differential 36 performs a differential operation for distributing the rotational torque between the front wheels 4F and the rear wheels 4R. The differential lock mechanism 35 switches whether to perform differential operation between the front wheel 4F and the rear wheel 4R by the center differential 36 by the operation of the actuator 31. Note that the differential lock mechanism 35 of this embodiment locks the center differential 36 as necessary, thereby preventing a difference in rotation from occurring when the front wheel 4F or the rear wheel 4F is idling.

  In the case of two-wheel drive, in the vehicle driving force transmission system, the rear wheel 4R is driven, the front wheel 4F is a driven wheel, and the differential operation of the front wheel 4F is not performed. For this reason, the differential separation mechanism 9 separates the F differential 5 from the front axle 4F. In order to perform the separation operation, the actuator 7 operates the differential separation mechanism 9. That is, the 2WD-4WD switching mechanism 34 switches between the two-wheel drive and the four-wheel drive of the vehicle 1, and at the same time, the differential separation mechanism 9 switches between cutting and transmitting the F differential 5.

  By the way, various types of vehicles are currently manufactured and sold. In these vehicles, there are vehicle types that can switch between the free and locked state of the rear wheel side differential gear 6 and vehicle types that cannot be switched. The vehicle 1 according to the present embodiment is a vehicle type that includes a differential lock mechanism 12 for switching between the free and locked states of the rear wheel side differential gear 6, but of course, there are also vehicle types that do not include such a differential lock mechanism 12. is there. When the diff lock mechanism 12 is provided, it is necessary to control the actuator 10 for operating the diff lock mechanism 12. That is, there are a vehicle type in which the actuator 10 is mounted and a vehicle type in which the actuator 10 is not mounted, and it is necessary to control differently according to these differences. Furthermore, it is also conceivable that the harness of the actuator 10 is disconnected in the vehicle 1 due to an unexpected situation, and the actuator 10 cannot be used. Therefore, in this embodiment, it is determined whether or not the actuator 10 is operably connected in the vehicle 1.

  In addition, the actuator 7 and the actuator 31 are not limited to the actuator 10 but need to be controlled differently depending on whether or not they are operably connected. For this reason, the presence or absence of connection between the actuator 7 and the actuator 31 may be detected. Therefore, in the present embodiment, an example of detecting whether or not the actuator 10 and the actuator 7 are connected will be described. The detection of the presence / absence of the connection of the actuator 31 can be realized by the same method as the detection of the presence / absence of the connection of the actuator 10 and the actuator 7, and thus the description thereof is omitted. Furthermore, this embodiment does not limit the detection target of the presence / absence of connection to the actuators 7, 10, and 31, but is a similar method as long as it is an actuator that performs a switching operation of whether or not to transmit the driving force of the vehicle Is applicable.

  The differential lock mechanism 12 is a mechanism for switching the R differential 6 between a free state and a locked state. When the R differential 6 is in a free state, a differential is generated between the left wheel and the right wheel of the rear wheel 4R, and the rotational drive is performed at different rotational speeds. When the R differential 6 is in the locked state, the left wheel and the right wheel of the rear wheel 4R are in a directly connected state, and are driven to rotate at the same rotational speed.

  In the present embodiment, the differential lock mechanism 12 is operated in order to switch between a state in which the differential case (not shown) and the side gear, which the R differential 6 is provided, and a state in which the differential case and the side gear are separated from each other. An actuator 10 is provided.

  In the differential lock mechanism 12, there is a movable portion (not shown) that is supported by the differential case and is movably provided. Furthermore, the movable part moves between the first position and the second position by the actuator 10 and a spring (not shown). That is, when the actuator 10 is driven, the movable part is moved to the second position, and when the actuator 10 is not driven, the movable part is moved to the first position by the spring.

  When the movable part is present at the first position, the differential case and the side gear are separated (in other words, the differential operates), so that the differential between the left wheel and the right wheel of the rear wheel 4R is possible. It becomes. When the movable portion is in the second position, the differential case and the side gear are engaged with each other, and the differential case and the side gear rotate together (in other words, the differential is locked), so that the rear wheel 4R. Rotate integrally without any difference between the left and right wheels.

  That is, in the present embodiment, it is possible to detect whether or not diff lock is possible by determining whether or not the actuator 10 is operably connected in the vehicle 1. The ECU 2 can perform control according to the detection result.

  The ECU 2 controls driving of the vehicle 1 by controlling the three actuators 7, 10, and 31. The ECU 2 according to the present embodiment inputs detection signals representing the operating positions of the actuators 7, 10, 31 from the position detection SW groups 8, 11, 32 and outputs signals for driving the actuators 7, 10, 31. To do.

  FIG. 2 is a block diagram showing a configuration of the ECU 2 according to the present embodiment and each unit controlled by the ECU 2.

  As shown in FIG. 2, the ECU 2 operates with electric power supplied from the power source 201. The ECU 2 includes a microcomputer power supply circuit 202, an energization path switching circuit 203, a voltage detection circuit 204, a current control circuit 205, a SW signal monitoring circuit 206, a current control circuit 207, a voltage detection circuit 208, an ON -An OFF control circuit 209 and a SW signal monitoring circuit 210 are provided. Further, the ECU 2 includes a microcomputer 251, a ROM 252, and a RAM 253 in order to control the above-described configuration.

  The ECU 2 controls the actuator 7 included in the differential separation unit 41 based on a signal input from the position detection SW group 8 included in the differential separation unit 41. Further, the ECU 2 controls the actuator 10 included in the diff lock unit 42 based on a detection signal input from the position detection SW group 11 included in the diff lock unit 42.

  FIG. 3 is a configuration diagram schematically showing the structure of the actuator 7. FIG. 3 is a diagram illustrating an example of the actuator 7 that separates the F differential 5. As shown in FIG. 3, the worm gear 302 is rotated by the rotation of the motor 301 in the actuator 7. In the embodiment, the motor 301 is applied as the power of the actuator 7, but other configurations may be used.

  The worm gear 302 and the worm wheel 303 are engaged with each other, and the worm wheel 303 is rotated by decelerating the rotation of the worm gear 302. The rotation of the worm wheel 303 causes the shift fork 306 to move in the axial direction, and the movement of the shift fork 306 causes the aforementioned spline (not shown) to be fitted or detached from the power shaft.

  Although not shown in FIG. 3, there is a spring mechanism between the shift fork 306 and the worm wheel 303 so that the spline is fitted when the power shaft rotates and matches the spline fitting position.

  A position switch 304 is engaged with the worm wheel 303. The position switch 304 includes, for example, a contact point between an electrode that moves as the worm wheel 303 rotates and a fixed electrode. For example, an arc-shaped band electrode is provided on the side surface of the rotating body interlocked with the worm wheel 303 and is slid with the electrode fixed to the housing of the actuator 7, so that the contact between the moving electrode and the fixed electrode is not made. The rotational position of the worm wheel 303 is detected by contact. A plurality of band electrodes with different center angles and azimuth coordinates of the arc-shaped band electrode and a plurality of fixed electrodes that contact each of the plurality of band electrodes are provided, and each is configured to contact or non-contact at different angles To do. The first SW 221, the second SW 222, and the third SW 223 are turned on / off by contact or non-contact between the band electrode and the fixed electrode.

  In the present embodiment, a plurality of angular positions of the worm wheel 303 can be identified based on detection signals output from the first SW 221, the second SW 222, and the third SW 223. In the present embodiment, the method for detecting the angular position is not limited to the method described above, and for example, a moving electrode may be provided on the side surface of the worm wheel 303.

  The position of the shift fork 306 has a relationship of moving according to the rotation of the worm wheel 303. Therefore, in the present embodiment, the position of the shift fork 306 can be derived based on the angular position of the worm wheel 303. In other words, the position of the shift fork 306 can be derived based on signals output from the first SW 221, the second SW 222, and the third SW 223.

  Each actuator 7 is provided with a limit switch 305 for detecting the position of the shift fork 306 or spline. The limit switch 305 is turned on when the position of the shift fork 306 or the spline is in a certain range, and is turned off in the other range. Then, the fourth SW 224 and the fifth SW 225 output a detection signal corresponding to ON / OFF of the limit switch 305.

  The position switch 304 and the limit switch 305 are switches that detect the operating position of the actuator 7, although the engaged portions are different from each other. In the present embodiment, the position switch 304, the limit switch 305, and the first SW 221 to the fifth SW 225 are collectively referred to as a position detection SW group 8. However, in this embodiment, it is determined whether the actuator 7 is connected based on the detection signals from the first SW 221 to the third SW 223 among the first SW 221 to the fifth SW 225.

  Further, the actuator 10 included in the differential lock unit 42 is different from the actuator 7 of FIG. 3 in that the shift fork is “ON (position where the differential is turned on)” and “OFF (position where the differential is turned off)”. Description is omitted for the same configuration except that it is movable between two positions.

  The eleventh SW 231 included in the position detection SW group 11 included in the differential lock unit 42 outputs a detection signal indicating whether the shift fork of the actuator 10 is in the “ON” or “OFF” position. To do.

  The energization path switching circuit 203 is a circuit for switching the energization path through the actuator 7. In this embodiment, when it is determined from the signal from the position detection SW group 8 that the actuator 7 may not be connected, the energization path switching circuit 203 detects whether the actuator 7 is connected. The energization path is formed.

  FIG. 4 is a diagram showing a configuration of the energization path switching circuit 203 according to the present embodiment. As shown in FIG. 4, the energization path switching circuit 203 includes a CPU 501 that controls the energization path switching circuit 203, an FET 502, a relay 503, a relay 504, and resistors R1 and R2.

  The CPU 501 has a port for receiving a control signal from the microcomputer 251. For example, the CPU 501 receives a control signal for switching the energization path from the microcomputer 251 when it is necessary to detect the presence or absence of the actuator 7.

  An FET (field effect transistor) 502 drives the actuator 7 by switching power supply to the actuator 7 according to a control signal from the CPU 501 by a circuit (not shown). In this embodiment, the PchFET is used as an example, but other FETs may be used. The relay 503 and the relay 504 switch energization to the actuator 7 in accordance with a control signal from the CPU 501.

  The voltage detection circuit 208 and the current control circuit 205 shown in FIG. 2 are connected to the ON side of the relay 504.

  The energization path switching circuit 203 according to the present embodiment further includes resistors R1 and R2 connected in parallel between the FETs 502. The resistors R1 and R2 are connected in series, and a battery voltage from the power source 201 is applied upstream of the resistors R1 and R2.

  When the vehicle 1 is turned on, that is, immediately after the ECU 2 is turned on, the relays 503 and 504 are turned off. Thereafter, it is determined whether or not the actuator 7 using the position detection SW group 8 is connected. When it is determined whether the actuator 7 using the position detection SW group 8 is connected or not, the CPU 501 connects the actuator 7 according to the control signal from the microcomputer 251. An energization path for determining whether or not the relay is used is formed using relays 503 and 504.

  In this embodiment, the CPU 501 outputs a control signal to the relays 503 and 504 to switch on / off in order to form an energization path for determining whether or not the actuator 7 is connected. For example, when the relay 503 is turned off and the relay 504 is turned on, an energization path from the power source 201 to the voltage detection circuit 204 and the current control circuit 205 is formed via the actuator 7. Thereby, it is possible to determine whether or not the actuator 7 is connected by detecting the voltage with the voltage detection circuit 204 after applying the battery voltage from the power source 201. In other words, it is possible to determine whether or not the actuator 7 is connected based on whether or not power is supplied from the power source 201 to the ground 211 via the actuator 7.

  In addition, although this embodiment demonstrated the example which switches the relays 503 and 504 and ensures an electricity supply path | route, it does not restrict | limit to such a method. Any method may be used as long as an energization path from the power source 201 via the actuator 7 can be secured.

  The current control circuit 205 controls the current on the energization path from the power source 201 to the ground 211 via the actuator 7. In the present embodiment, the current control circuit 205 is configured such that after the energization path from the power source 201 to the voltage detection circuit 204 and the current control circuit 205 is formed by the energization path switching circuit 203 via the actuator 7, The output current value on the downstream side of the actuator 7 is controlled to be “0”. In the present embodiment, an example of limiting to ‘0’ will be described, but it is not limited to ‘0’ and may be approximately ‘0’.

  The voltage detection circuit 204 detects the output voltage on the energization path from the power source 201 to the ground 211 via the actuator 7. In this embodiment, after the current value is controlled by the current control circuit 205, the output voltage value is detected. The detected output voltage value is output to the microcomputer 251.

  The SW signal monitoring circuit 206 is a circuit that monitors the detection signals input from the first SW 221, the second SW 222, and the third SW 223. The SW signal monitoring circuit 206 according to the present embodiment also performs a process of converting the detection signals input from the first SW 221, the second SW 222, and the third SW 223 into current and voltage signals that can be input to the port of the microcomputer 251.

  The current control circuit 207 is disposed between the power source 201 and the actuator 10 (upstream from the actuator 10), and controls the current supplied from the power source 201 to the actuator 10.

  The ON-OFF control circuit 209 is disposed between the actuator 10 and the ground 212 (on the downstream side from the actuator 10), and controls ON / OFF of the current flowing through the energization path via the actuator 10.

  The voltage detection circuit 208 detects the output voltage value on the energization path from the power source 201 to the ground 212 via the actuator 10.

  The SW signal monitoring circuit 210 is a circuit that monitors the detection signal input from the eleventh SW 231. The SW signal monitoring circuit 210 according to the present embodiment also performs processing of converting the detection signal input from the eleventh SW 231 into a current and voltage signal that can be input to the port of the microcomputer 251.

  The microcomputer power supply circuit 202 is a circuit for supplying power from the power supply 201 to the microcomputer 251. The RAM 253 is a readable / writable storage area, and is used as, for example, a work area for the microcomputer 251.

  The ROM 252 is a read-only memory that stores the control program 254 and the switch management table 255.

  FIG. 5 is a diagram showing the configuration of the switch management table 255 according to the present embodiment. As illustrated in FIG. 5, the switch management table 255 holds a correspondence relationship between the position of the shift fork 306 and the detection signals output from the first SW 221, the second SW 222, and the third SW 223.

  As shown in FIG. 5, the position of the shift fork 306 is the first position, “← →” indicating between the first position and the second position, the second position, the second position, and the third position. It is confirmed that at least one of the detection signals output from the first SW 221 to the third SW 223 is “ON” at any position of “← →” indicating the position and the third position. it can.

  In other words, when any one or more of the detection signals output from the first SW 221 to the third SW 223 is “ON”, the shift fork 306 is in a normal position, that is, the actuator 7 is appropriately connected. it is conceivable that. On the other hand, if all the detection signals output from the first SW 221 to the third SW 223 are “OFF”, it is considered that the actuator 7 is not operably connected or an abnormality has occurred with respect to the actuator 7. Therefore, in the present embodiment, when all the detection signals output from the first SW 221 to the third SW 223 are “OFF”, the process is performed assuming that the actuator 7 may not be connected. However, although the actuator 7 is properly connected, disconnection of a harness or the like for notifying the detection signal is also conceivable. Therefore, in this embodiment, in addition to determining whether the actuator 7 is connected based on the detection signal, energization is performed. Whether or not the actuator 7 is connected is determined based on the output voltage value on the path.

  By the way, the operation position of the actuator 10 of the differential lock unit 42 can be specified by the detection signal output from the eleventh SW 231. The detection signal output by the eleventh SW 231 is “ON” or “OFF”. For this reason, even if it tries to discriminate | determine the connection of the actuator 10 using the detection signal output from 11th SW231, the discrimination method similar to the presence or absence of the connection of the actuator 7 mentioned above cannot be used. However, in the vehicle 1 according to the present embodiment, when the ignition is turned on, that is, immediately after the ECU 2 is powered on, the detection signal output from the first SW 231 is “ON”. Therefore, in the present embodiment, if the signal output from the eleventh SW 231 is “OFF” immediately after the ignition is turned on, that is, immediately after the ECU 2 is turned on, the actuator 10 may be disconnected. Process.

  Returning to FIG. 2, the microcomputer 251 includes a CPU (Central Processing Unit) and the like, reads a control program 254 stored in the ROM 252, and a position input unit 261 configured in the control program 254, and a route The switching unit 262, the voltage detection unit 263, and the determination unit 264 are realized on the RAM 253. These configurations perform processing for determining whether or not the actuators 7, 10, and 31 are connected. In the present embodiment, when the vehicle 1 is activated, the determination unit 264 determines whether or not the actuators 7, 10, and 31 are connected.

  First, a method for determining whether or not the actuator 7 is connected will be described. FIG. 6 is a conceptual diagram showing logic for determining whether or not the actuator 7 performed by the ECU 2 according to the present embodiment is connected. As shown in FIG. 6, whether or not the actuator 7 is operably connected in the vehicle 1 is determined by a logical sum of two conditions.

  One of the two conditions is the logical sum of the first SW 221 = “ON”, the second SW 222 = “ON”, and the third SW 223 = “ON”, in other words, among the detection signals output from the first SW 221 to the third SW 223 It is a condition that at least one of them is “ON”.

  The other of the two conditions is “Securing the energization path of the actuator 7”, “Controlling the output current value on the downstream side of the actuator 7 to“ 0 ””, and “Voltage value on the downstream side of the actuator 7> For connection determination. It is the logical product of the voltage values. In other words, when an energization path from the power source 201 to the current control circuit 205 and the voltage detection circuit 204 is secured via the actuator 7, the current control circuit 205 sets the output current value downstream of the actuator 7 to “0”. After the control, the condition that “the voltage value on the downstream side of the actuator 7> the voltage value for connection determination” is set as a condition. The connection determination voltage value may be a voltage value serving as a reference for determining whether or not the actuator 7 is connected, and may be determined based on the voltage value of the power source 201 or the like.

  In the present embodiment, the actuator 7 is considered to be connected in the vehicle 1 when either one of the two conditions is satisfied.

  In the above-described example, the example in which the operation position is detected with the detection signals from the plurality of SWs for one actuator has been described. However, when the operating position of the actuator is only ON / OFF, there is only one SW for detecting the operating position (for example, the 11th SW 231). The R differential is free when the 11th SW 231 is “ON”, and the R differential is locked when the 11th SW 231 is “OFF”. An example in which it is determined whether or not an actuator (for example, the actuator 10) is operably connected in the vehicle 1 in such a case will be described. FIG. 7 is a conceptual diagram showing logic for determining whether or not the actuator 10 performed by the ECU 2 according to the present embodiment is connected. As shown in FIG. 7, whether or not the actuator 10 is connected is determined by a logical sum of two conditions.

  One of the two conditions is that the eleventh SW 231 = "ON". In other words, when the detection signal “ON” indicating that the free R differential 6 has been detected is input when the vehicle 1 is started, the actuator 10 is connected to be usable in the vehicle 1. Consider it a thing.

  The other of the two conditions is the logical product of the eleventh SW 231 = "OFF" and the following three conditions. The three conditions are: “100% output current instruction of actuator 10”, “OFF of switch so that output current value of actuator 10 becomes“ 0 ”, and“ voltage value downstream of actuator 10> connection ” In other words, when the eleventh SW 231 is “OFF”, a power supply path from the power source 201 to the actuator 10 is formed, and the output current value on the downstream side of the actuator 10 is set to “0”. After performing the above, it is determined as a condition that the actuator 10 is connected in the vehicle 1 that “the voltage value on the downstream side of the actuator 10> the voltage value for connection determination”.

  Returning to FIG. 2, each configuration will be described. The position input unit 261 inputs a detection signal indicating the detection result of the operation position of the actuator from the position detection SW group associated with each actuator. For example, the position input unit 261 inputs a detection signal indicating the detection result of the operating position of the actuator 7 from the position detection SW group 8. Further, the position input unit 261 inputs a detection signal indicating the detection result of the operating position of the actuator 10 from the position detection SW group 11.

  Further, when the actuator 7 is connected in the vehicle 1, the position input unit 261 according to the present embodiment detects the first SW 221 included in the position detection SW group 8, as a result of detecting the operation position of the actuator 7. A detection signal indicating that one or more of the 2SW 222 and the third SW 223 are on is input.

  The determination unit 264 determines whether or not the actuators 7, 10, and 31 are appropriately connected in the vehicle 1 based on the detection signal input by the position input unit 261.

  The determination method for determining whether or not the actuators 7 and 10 are connected in the vehicle 1 based on the detection signal input by the position input unit 261 is based on the determination logic described above. The actuator 31 is also described as using the same method as the actuator 7 and will not be described.

  The determination unit 264 forms an energization path when the plurality of detection signals (first SW 221, second SW 222, third SW 223) input by the position input unit 261 are “OFF”, and the actuator 7 is connected to the vehicle 1. It is necessary to determine whether or not the connection is appropriate. The path switching unit 262 is used when forming this energization path.

  When the detection signals from the first SW 221, the second SW 222, and the third SW 223 are all “OFF”, the path switching unit 262 forms an energization path from the power source 201 to the voltage detection circuit 204 via the actuator 7. The switching circuit 203 is instructed. Then, the energization path switching circuit 203 switches the internal relays 503 and 504 to form the energization path.

  The voltage detection unit 263 detects the voltage value on the energization path from the power source 201 via the actuators 7, 10, and 31.

  For example, when all the detection signals from the first SW 221, the second SW 222, and the third SW 223 are “OFF”, the voltage detection unit 263 is switched by the energization path switching circuit 203 and the output current value is “0” by the current control circuit 205. Then, the voltage value is detected from the signal input from the voltage detection circuit 204 arranged on the energization path.

  As another example, when the detection signal from the eleventh SW 231 is “OFF”, the voltage detection unit 263 is switched by the current control circuit 207 and the ON-OFF control circuit 209 and then disposed on the energization path. A voltage value is detected by a signal input from the voltage detection circuit 208.

  Then, the determination unit 264 determines whether or not the actuators 7, 10, and 31 are connected in the vehicle 1 based on whether or not the voltage value detected by the voltage detection unit 263 is greater than the connection determination voltage value. To do.

  Next, a determination process for determining whether or not the actuator 7 of the differential separation unit 41 is connected to the vehicle 1 in the ECU 2 according to the present embodiment will be described. FIG. 8 is a flowchart showing the above-described processing procedure in the ECU 2 according to the present embodiment. The process shown in FIG. 8 is a process that is performed immediately after the vehicle 1 is turned on, that is, the ECU 2 is powered on.

  First, the position input unit 261 inputs a detection signal from the position detection SW group 8 of the actuator 7 of the differential separation unit 41 (step S801).

  Next, the determination unit 264 determines whether the first SW 221 = “ON”, the second SW 222 = “ON”, or the third SW 223 = “ON” (step S802). When the first SW 221 = “ON”, the second SW 222 = “ON”, or the third SW 223 = “ON” (step S802: Yes), the determination unit 264 determines that the actuator 7 is connected (step S803). The process is terminated.

  On the other hand, when the determination unit 264 determines that the first SW 221 = “ON”, the second SW 222 = “ON”, or the third SW 223 = “ON” (step S802: No), the path switching unit 262 determines that the energization path The switching circuit is instructed to secure an energization path from the power source 201 to the ground 211 via the actuator 7 (step S804). That is, in the present embodiment, when the first SW 221 = “ON”, the second SW 222 = “ON”, or the third SW 223 = “ON”, the actuator 7 depends on the voltage value of the energization path that should have been through the actuator 7. It is determined whether or not is connected.

  If the actuator 7 is not connected in the vehicle 1 when a voltage is applied from the power source 201 to the energization path, the output voltage value will be “0” without energization through the actuator 7. It is done. Therefore, in the present embodiment, when the first SW 221 = “ON”, the second SW 222 = “ON”, or the third SW 223 = “ON”, the actuator 7 is connected based on the output voltage value on the energization path. Is determined. Thereby, the determination accuracy of whether the actuator 7 is connected can be improved.

  Next, the path switching unit 262 instructs the current control circuit 205 so that the output current value of the actuator 10 becomes “0%” (step S805). In accordance with the instruction, the current control circuit 205 controls the output current value.

  Thereafter, the voltage detection unit 263 detects the output voltage value on the downstream side of the actuator 7 from the signal from the voltage detection circuit 208 (step S806).

  Thereafter, the determination unit 264 determines whether or not the detected output voltage value on the downstream side of the actuator 7 is higher than the voltage value for connection determination (step S807). When it is determined that the output voltage value is higher than the connection determination voltage value (step S807: Yes), the determination unit 264 determines that the actuator 7 is connected (step S803), and ends the process.

  On the other hand, when the determination unit 264 determines that the detected output voltage value on the downstream side of the actuator 7 is equal to or less than the connection determination voltage value (step S807: No), the determination unit 264 indicates that the actuator 7 is not connected. It is determined that it is a target (step S808), and the process is terminated.

  Next, a determination process of whether or not the actuator 10 of the differential lock unit 42 is connected to the vehicle 1 in the ECU 2 according to the present embodiment will be described. FIG. 9 is a flowchart showing the above-described processing procedure in the ECU 2 according to the present embodiment. The process shown in FIG. 10 is a process that is performed immediately after the vehicle 1 is turned on, that is, the ECU 2 is powered on.

  First, the position input unit 261 inputs a detection signal from the position detection SW group 11 of the actuator 10 of the differential lock unit 42 (step S901).

  Next, the determination unit 264 determines whether the eleventh SW 231 = "ON" (step S902). If the eleventh SW 231 = "ON" (step S902: Yes), the determination unit 264 determines that the actuator 10 is connected (step S903), and ends the process.

  On the other hand, when the determination unit 264 determines that the eleventh SW 231 is not “ON” (step S902: No), the path switching unit 262 determines the voltage detection circuit 208 between the actuator 10 and the ground 212 ( On the downstream side of the actuator 10, control is performed to turn the downstream ON-OFF SW to “OFF” (so that the current value becomes “0”) (step S904). The path switching unit 262 instructs the current control circuit 207 to set the output current of the actuator 10 to 100% from the power source 201 (upstream side of the actuator 10) (step S905).

  Thereafter, the voltage detection unit 263 detects the output voltage value on the downstream side of the actuator 10 from the signal from the voltage detection circuit 208 (step S906).

  Thereafter, the determination unit 264 determines whether or not the detected output voltage value on the downstream side of the actuator 10 is higher than the voltage value for connection determination (step S907). If it is determined that the output voltage value is higher than the connection determination voltage value (step S907: Yes), the determination unit 264 determines that the actuator 10 is connected (step S903), and ends the process.

  On the other hand, when the determination unit 264 determines that the detected output voltage value on the downstream side of the actuator 10 is equal to or less than the connection determination voltage value (step S907: No), the determination unit 264 indicates that the actuator 7 is not connected. It is determined that it is a target (step S908), and the process is terminated.

  By performing the above-described processing, it is possible to determine whether the actuators 7 and 10 are connected. In addition, the description of the actuator 31 is omitted because it can be determined whether or not the actuator 31 is connected by the above-described processing.

  In the present embodiment, the actuators 7, 10, and 31 are based on the detection signals from the position detection SW groups 8, 11, and 32 and the voltage value on the energization path from the power source 201 through the actuators 7, 10, and 31. Whether or not the vehicle 1 is connected is determined.

  That is, in the present embodiment, it is a logical sum of two conditions of the detection signal from the position detection SW groups 8, 11, and 32 and the voltage value on the energization path from the power source 201 via the actuators 7, 10, and 31. By determining whether the actuators 7, 10, 31 are connected to the vehicle 1, it is possible to detect with high accuracy whether the actuators 7, 10, 31 are connected to the vehicle 1.

  In other words, since only one of the two conditions causes erroneous detection due to disconnection of the harness or the like, in this embodiment, the actuators 7, 10, and 31 are connected to the vehicle 1 by the logical sum of the above-described conditions. It was decided to detect whether it was connected or not.

  Furthermore, by performing the above-described determination, a new mechanism for detecting whether or not the actuators 7, 10, 31 are connected to the vehicle 1, a signal line for transmitting / receiving a signal indicating the detection result, and the like It is no longer necessary to have Thereby, although the reliability of the vehicle 1 is improved, it is possible to reduce the man-hours for assembling the vehicle 1 and the cost of the vehicle 1.

  Furthermore, in the above-described embodiment, only when it is determined that the first SW 221 = “ON”, the second SW 222 = “ON”, or the third SW 223 = “ON”, the relays 503 and 504 are switched to form the energization path. It was decided to. For this reason, every time the vehicle 1 is started, it is not necessary to form a current-carrying path because the actuator 7 exists, so the number of switching of the relays 503 and 504 can be reduced. Thereby, the usable period of the relays 503 and 504 in the energization path switching circuit 203 can be extended.

  In the present embodiment, it is determined whether or not the actuators 7, 10, and 31 are connected to the vehicle 1 immediately after the vehicle 1 is turned on, that is, immediately after the ECU 2 is powered on. Thus, when an unexpected situation occurs such as the actuators 7, 10, 31 being removed when the vehicle 1 is stopped, it is possible to detect whether the actuators 7, 10, 31 are connected. As a result, it is possible to notify the driver or the like that the unforeseen situation has occurred, and to switch to control without using the actuators 7, 10, and 31 as necessary.

  In the present embodiment, the example in which the differential lock unit 42 and the differential separation unit 41 are connected to the vehicle driving force transmission system has been described. However, the control program 254 shown in the present embodiment is the same as the differential lock unit 42 or the differential separation unit by checking the presence of the actuators 7, 10, and 31 immediately after the ignition is turned on, that is, immediately after the ECU 2 is powered on. Whether or not 41 can be used can be determined. In other words, the vehicle 1 according to the present embodiment can share the control program 254 with the vehicle to which the differential lock unit 42 or the differential separation unit 41 is not connected by having the above-described configuration. Thereby, the burden at the time of vehicle development can be reduced.

  Although several embodiments of the present invention have been described, these embodiments are presented by way of example and are not intended to limit the scope of the invention. These novel embodiments can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the scope of the invention. These embodiments and modifications thereof are included in the scope and gist of the invention, and are included in the invention described in the claims and the equivalents thereof.

  DESCRIPTION OF SYMBOLS 201 ... Power supply, 202 ... Microcomputer power supply circuit, 203 ... Current supply path switching circuit, 204 ... Voltage detection circuit, 205 ... Current control circuit, 206 ... SW signal monitoring circuit, 207 ... Current control circuit, 208 ... Voltage detection circuit, 209 ... ON-OFF control circuit, 210 ... SW signal monitoring circuit, 211 ... ground, 212 ... ground, 251 ... microcomputer, 254 ... control program, 254 ... control program, 255 ... switch management table, 261 ... position input unit, 262 ... path Switching unit, 263... Voltage detection unit, 264.

Claims (7)

A position input unit that performs input processing of a detection signal indicating a result of detection of an operation position of an actuator that performs a switching operation of whether to transmit a driving force of the vehicle, or a detection unit provided in the vehicle;
A determination unit configured to determine whether the actuator is operably connected in the vehicle based on the detection signal of the actuator, which is input by the position input unit;
A drive switching control device comprising: A power supply mounted on the vehicle;
A voltage value detection unit that detects a voltage value on a current-carrying path from the power source through the actuator; and
The determination unit is further detected by the voltage value detection unit when the detection signal is a predetermined signal output from the detection unit when the actuator is not operably connected in the vehicle. Based on the voltage value, it is determined whether the actuator is operably connected in the vehicle.
The drive switching control device according to claim 1. When the detection signal is the predetermined signal, further comprising a path switching unit that switches using a relay so as to form the energization path from the power source to the voltage value detection unit via the actuator,
The determination unit determines whether or not the actuator is operably connected in the vehicle based on the voltage value detected by the voltage value detection unit after the energization path is formed.
The drive switching control device according to claim 2. A current control unit that controls an output current of the actuator in the energization path after the energization path is formed;
After the output current is set to 0 by the current control unit, the determination unit is connected to the actuator so that the actuator can be used in the vehicle based on the voltage value detected by the voltage value detection unit. Determine whether or not
The drive switching control device according to claim 3. The position input unit is a detection signal that turns on one or more of the plurality of detection units as a result of detecting an operation position of the actuator when the actuator is connected to be usable in the vehicle. Input processing,
The drive switching control device according to any one of claims 1 to 4. The determination unit determines whether the actuator is operably connected in the vehicle based on the detection signal output from the detection unit when the vehicle is activated.
The drive switching control device according to claim 1 or 2. Whether the operating position of the actuator indicated by the detection signal output from the detection unit when the vehicle is activated is a predetermined position that exists when the vehicle is activated. Determining whether or not the actuator is operably connected in the vehicle based on whether or not
The drive switching control device according to claim 6.

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