JP4962022B2 - Control device for shift switching mechanism - Google Patents

Description

  The present invention relates to control of a shift switching mechanism that switches a shift position of a vehicle, and more particularly to control of a shift switching mechanism that drives an actuator with an electric signal output from an ECU (Electronic Control Unit) to switch the shift position.

  Some automatic transmissions mounted on vehicles include a stepped automatic transmission composed of a fluid coupling such as a torque converter and a gear-type transmission mechanism, two pulleys whose effective diameter is changed by hydraulic pressure, and those There is a continuously variable automatic transmission composed of a metal belt wound around a pulley. In any type of automatic transmission, a vehicle having an automatic transmission is generally provided with a slide-type shift lever operated by a driver, and a shift position (for example, a shift position (for example, Forward position (D position), reverse position (R position), neutral position (N position), parking position (P position)) are set. Recently, not only a shift operation device using such a slide type shift lever but also a so-called shift-by-wire shift operation device is known. Such a shift operation device has a configuration in which a driver's shift operation is detected by a sensor or a switch (sensors), and one position among a plurality of positions is selected according to the detection signal. In such an apparatus, the N position, the D position, the R position, and the like only need to move the lightweight switching valve in parallel, so that a large force is not necessary for switching the shift position. However, in the P position, relatively heavy parts (parking poles, etc.) for stopping the vehicle are moved against a strong return spring, which is a big operation compared to switching of other shift positions. Requires power. Therefore, in order to realize a shift-by-wire shift operation device, it is necessary to provide a large motor that can withstand the operation of the P position, which is disadvantageous in terms of cost and installation space. A technique for solving such a problem is disclosed in, for example, Japanese Patent Application Laid-Open No. 2002-323131 (Patent Document 1).

  The automatic transmission disclosed in this publication converts the position selected by the driver into an electrical signal, and switches the shift position of the automatic transmission by an actuator. A motor for an engine starter is used as an actuator.

According to the automatic transmission disclosed in this publication, it is not necessary to provide a large motor that can withstand the operation of the parking position by performing a shift position switching operation using an existing starter motor. It is possible to suppress an increase in cost and installation space when configured. Since the shift position switching operation and the engine starting operation may not be required at the same time, even if the starter motor is also used as an actuator for performing the shift position switching operation, there is no time restriction between them. Absent.
JP 2002-323131 A

  As described above, in the shift-by-wire type shift operation device, the shift position is switched by driving the actuator based on the electrical signal corresponding to the position selected by the driver. Therefore, for example, when the actuator and the ECU that generates the electrical signal are provided at positions separated from each other, the wire harness that connects the actuator and the ECU is disconnected, and the electrical signal is generated by an ECU different from the regular ECU. The actuator is also activated when it is input to the actuator. That is, there is a possibility that the shift position switching operation may be performed illegally.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to prevent the shift position from being illegally switched in a shift switching mechanism that switches the shift position by an electric signal. It is to provide a control device that can.

  A control device according to a first aspect controls a shift switching mechanism that switches a shift position of a vehicle. This control device is provided at a position different from the generation means for generating an electrical signal used for switching the shift position based on the shift position corresponding to the operation unit operated by the driver, For driving the shift switching mechanism so as to switch to one shift position corresponding to the electrical signal from among a plurality of shift positions, and for electrically connecting the generation means and the drive means It is determined that the connecting means, the determining means for determining whether the generating means and the driving means are not electrically connected by the connecting means, and the electrically not connected state. And means for suppressing operation of the drive means based on a signal different from the electrical signal generated by the generation means.

  According to the first invention, the generating means (for example, ECU) for generating the electric signal and the driving means (for example, actuator) for driving the shift switching mechanism are provided at different positions, and the connecting means (for example, the wire) It is electrically connected by a harness). Here, when the generation unit and the drive unit are not electrically connected by the connection unit (for example, a state in which the wire harness is cut), a signal different from the electrical signal generated by the generation unit is generated. There is a possibility that the driving means may be operated. When the parking position is released by operating the driving means, the vehicle can be pushed and the vehicle may be stolen. Therefore, it is determined whether or not the generation unit and the drive unit are not electrically connected by the connection unit. If it is determined that the generation unit and the drive unit are not electrically connected, the generation unit and the drive unit are generated by the generation unit. Actuation of the driving means based on a signal different from the electrical signal is suppressed. For example, it is possible to notify a person around the vehicle by an alarm that a suspicious person is about to operate the driving means, and to suppress the operation of the driving means by the suspicious person. Thereby, it is possible to prevent the shift position from being changed illegally. As a result, it is an object of the present invention to provide a control device capable of preventing the shift position from being switched illegally in a shift switching mechanism that switches the shift position by an electric signal.

  In the control device according to the second invention, in addition to the configuration of the first invention, the connecting means is provided in parallel and integrally with the transmission line along the transmission line and the transmission line used for transmitting the electric signal. Means for electrically connecting the generating means and the driving means by means of the conductive wire. The determining means includes detecting means for detecting that the conducting wire is disconnected, and means for determining that the connecting wire is not electrically connected when detecting that the conducting wire is disconnected. Including.

  According to the second invention, the determining means determines whether or not the generating means and the driving means are in an electrically connected state by detecting that the conducting wire included in the connecting means is disconnected. Do. The conducting wire is provided in parallel and integrally with the transmission line along the transmission line. Therefore, when the connection means is cut, not only the transmission line but also the conductive line is cut at the same time. As a result, it is possible to appropriately determine whether or not the transmission line has been disconnected by detecting that the conducting wire has been disconnected. Furthermore, this conducting wire is a conducting wire different from the transmitting wire used for transmitting the electrical signal. Therefore, it is possible to detect that the conducting wire is disconnected without affecting transmission / reception of electric signals between the generating means and the driving means.

  In the control device according to the third invention, in addition to the configuration of the second invention, an even number of conductive wires are provided. The control device further includes means for connecting the even number of conductors on at least one of the generating means side and the driving means side so that the even number of conductors are connected in series. The detection means includes means for detecting whether the conducting wires connected in series are disconnected at both ends of the conducting wires connected in series.

  According to the third invention, the even number of conductors (for example, two conductors) are connected on at least one of the generation unit side and the drive unit side so as to be a single conductor connected in series. For this reason, both ends of the conducting wires connected in series exist on either one of the generation means side and the drive means side. The detecting means is connected to both ends of one conducting wire connected in series, and detects whether or not the conducting wire connected in series is disconnected. Therefore, as compared with the case where the detection unit is connected to both the generation unit side and the drive unit side, it is possible to suppress a part of the detection unit from being disconnected along with the disconnection of the connection unit.

  In the control device according to the fourth invention, in addition to the configuration of the first invention, the connecting means is provided in parallel and integrally with the transmission line along the transmission line and the transmission line used for transmitting the electric signal. Means for electrically connecting the generating means and the driving means by means of the conductive wire. The control device further includes means for connecting the transmission line and the conducting wire in series on either the generating means side or the driving means side. The judging means is connected to both ends of the transmission line and the conducting wire connected in series, the means for detecting that the transmission line and the conducting wire connected in series are disconnected, and the transmission line and the conducting wire connected in series And means for determining that it is not electrically connected by the connecting means when it is detected that the disconnection has occurred.

  According to the fourth invention, the generating means and the driving means are connected to each other by a transmission line used for transmitting an electric signal and a conducting wire provided in parallel and integrally with the transmission line along the transmission line. The transmission line and the conducting wire are connected in series on either the generation means side or the drive means side. The determination means detects that the transmission line and the conductive line connected in series are disconnected, and determines whether or not the generation means and the drive means are not connected. Therefore, even if only the transmission line is disconnected without cutting the conducting wire, it is determined that the generation unit and the driving unit are not connected, and the driving unit is prevented from being illegally operated. can do. Further, both ends of the transmission line and the conducting wire connected in series exist on either one of the generation means side and the drive means side. The determination means is connected to both ends of the transmission line and the conductive line connected in series. Therefore, as compared with the case where the determination unit is connected to both the generation unit side and the drive unit side, it is possible to suppress a part of the determination unit from being disconnected when the connection unit is disconnected.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

<First Embodiment>
With reference to FIG. 1, a shift control system 10 including a control device for a shift switching mechanism according to the present embodiment will be described.

  The shift control system 10 is used for switching the shift position of the vehicle. The shift control system 10 includes a P switch 20, a shift switch 26, a vehicle power switch 28, a vehicle control device (hereinafter referred to as “EFI-ECU”) 30, an encoder 46, and a shift switching mechanism 48. Display unit 50, meter 52, drive mechanism 60, power supply unit 70, NSW 72, parking control device (hereinafter referred to as “SBW (Shift By Wire) -ECU”) 200, and actuator 300 The wire harness 400 and the alarm device 500 are included.

  The shift control system 10 functions as a shift-by-wire system that switches the shift position by electrical control. Specifically, the shift switching mechanism 48 is driven by the actuator 300 to switch the shift position.

  The vehicle power switch 28 is a switch for switching on / off of the vehicle power. The vehicle power switch 28 is not particularly limited, and is, for example, an ignition switch. An instruction received by the vehicle power switch 28 from a user such as a driver is transmitted to the power supply unit 70.

  In response to an instruction from vehicle power switch 28, power supply unit 70 supplies power from an auxiliary battery (not shown) to at least one of EFI-ECU 30 and SBW-ECU 200. For example, the power supply unit 70 supplies power only to the EFI-ECU 30, supplies power only to the SBW-ECU 200, or supplies power to both the EFI-ECU 30 and the SBW-ECU 200 according to the state of the vehicle. To do. Therefore, for example, when the vehicle power switch 28 is turned on, electric power is supplied from the auxiliary battery, and the shift position can be switched by the shift control system 10. The power supply unit 70 may be realized by hardware or software.

  The P switch 20 is a switch for switching the shift position between a parking position (hereinafter referred to as “P position”) and a position other than parking (hereinafter referred to as “non-P position”). An indicator 22 for indicating the status of the driver to the driver, and an input unit 24 for receiving an instruction from the driver. The driver inputs an instruction to put the shift position into the P position through the input unit 24. The input unit 24 may be a momentary switch. A P command signal indicating an instruction from the driver received by the input unit 24 is transmitted to the SBW-ECU 200. In addition, the shift position may be switched from the non-P position to the P position by means other than the P switch 20 described above.

  The SBW-ECU 200 controls the operation of the actuator 300 that drives the shift switching mechanism 48 to switch the shift position between the P position and the non-P position, and presents the current shift position state to the indicator 22. When the driver depresses the input unit 24 when the shift position is the non-P position, the SBW-ECU 200 switches the shift position to the P position and presents the indicator 22 that the current shift position is the P position.

  Actuator 300 includes a switched reluctance motor (hereinafter referred to as “SR motor”), and receives an actuator control signal from SBW-ECU 200 to drive shift switching mechanism 48. Actuator 300 is provided at a position away from SBW-ECU 200 and is electrically connected by wire harness 400. The actuator 300 and the wire harness 400 will be described in detail later.

  The encoder 46 rotates integrally with the actuator 300 and detects the rotation state of the SR motor. The encoder 46 of the present embodiment is a rotary encoder that outputs A-phase, B-phase, and Z-phase signals. The SBW-ECU 200 obtains a signal output from the encoder 46, grasps the rotation state of the SR motor, and controls energization for driving the SR motor.

  The shift switch 26 has a shift position as a forward position (hereinafter referred to as “D position”), a reverse position (hereinafter referred to as “R position”), a neutral position (hereinafter referred to as “N position”), and the like. It is a switch for switching to the position, and releasing the P position when it is in the P position. A shift signal indicating an instruction from the driver received by the shift switch 26 is transmitted to the SBW-ECU 200. That is, shift switch 26 transmits to SBW-ECU 200 a shift signal indicating a shift position corresponding to the position of an operation member (for example, shift lever) operated by the driver. The SBW-ECU 200 performs control to switch the shift position in the drive mechanism 60 through the EFI-ECU 30 based on a shift signal indicating an instruction from the driver, and presents the current shift position state to the meter 52. The drive mechanism 60 may be composed of a stepped transmission mechanism or a continuously variable transmission mechanism.

  The EFI-ECU 30 comprehensively manages the operation of the shift control system 10. Display unit 50 displays instructions, warnings, and the like for the driver issued by EFI-ECU 30 or SBW-ECU 200. The meter 52 presents the state of the vehicle equipment, the state of the shift position, and the like.

  The NSW 72 transmits an NSW signal indicating a shift position corresponding to the rotational position of the shaft 102 to the SBW-ECU 200.

  The alarm device 500 is directly connected to the auxiliary battery, always determines whether or not the wire harness 400 is disconnected by the electric power from the auxiliary battery, and outputs an alarm when it is determined that the wire harness 400 is disconnected. Alarm device 500 may be provided with an internal power supply (not shown) instead of being directly connected to the auxiliary battery. The alarm device 500 will be described in detail later.

  FIG. 2 shows the configuration of the shift switching mechanism 48. Hereinafter, the shift position includes a P position and a non-P position (including R, N, and D positions, and in addition to the D position, the D1 position fixed at the first speed and the D2 position fixed at the second speed). including.

  The shift switching mechanism 48 includes a shaft 102 rotated by an actuator 300, a detent plate 100 that rotates as the shaft 102 rotates, rods 104 and 114 that operate as the detent plate 100 rotates, and an output shaft of a transmission (not shown). A parking lock gear 108 fixed to the parking lock, a parking lock pole 106 for locking the parking lock gear 108, a detent spring 110 and a roller 112 for limiting the rotation of the detent plate 100 and fixing the shift position.

  Actuator 300 is connected to shaft 102 with deceleration mechanism 44 interposed. That is, the rotation speed of the actuator 300 is transmitted to the shaft 102 decelerated by the decelerating mechanism 44. The speed reduction mechanism 44 is configured by a plurality of gears, for example. The actuator 300 is provided with an encoder 46. The encoder 46 increases the count value as the rotation amount of the actuator 300 increases (or decreases the count value when the rotation direction is the negative direction). A signal indicating the count value in the encoder 46 (hereinafter also referred to as a count signal) is transmitted to the SBW-ECU 200.

  The shaft 102 is provided with an NSW 72. The NSW 72 has a plurality of switches corresponding to each shift position, and transmits a shift position signal (hereinafter referred to as an NSW signal) corresponding to the rotational position of the shaft 102 to the SBW-ECU 200.

  Detent plate 100 is driven by actuator 300 to switch the shift position. The encoder 46 functions as a counting unit that acquires a count value corresponding to the rotation amount of the actuator 300.

  In the perspective view of FIG. 2, only the valley (P position position 124) of the detent plate 100 is shown, but in actuality, as shown in the enlarged plan view of FIG. , R and P have four valleys corresponding to the four positions. In the following description, switching between the P position and the non-P position will be described assuming that the positions D, N, and R are (collectively) non-P positions. In addition, if the detent plate 100 is formed in a shape that increases or decreases the rotational load of the actuator 300 when switching between adjacent shift positions, the shape is particularly limited to the shape shown in the enlarged plan view of FIG. is not.

  FIG. 2 shows a state when the shift position is a non-P position. In this state, since the parking lock pole 106 does not lock the parking lock gear 108, the rotation of the drive shaft of the vehicle is not hindered. When the shaft 102 is rotated clockwise by the actuator 300 from this state, the rod 104 is pushed in the direction of arrow A shown in FIG. 2 via the detent plate 100, and the taper portion provided at the tip of the rod 104 The parking lock pole 106 is pushed up in the direction of arrow B shown in FIG. As the detent plate 100 rotates, one of the two valleys provided at the top of the detent plate 100, that is, the roller 112 of the detent spring 110 at the non-P position position 120, climbs over the mountain 122 and passes through the other valley. That is, the process moves to the P position position 124. The roller 112 is provided on the detent spring 110 so as to be rotatable in its axial direction. When the detent plate 100 rotates until the roller 112 reaches the P position position 124, the parking lock pole 106 is pushed up to a position where the protruding portion of the parking lock pole 106 is fitted between the teeth of the parking lock gear 108. Thereby, the drive shaft of the vehicle is mechanically fixed, and the shift position is switched to the P position.

  With reference to FIG. 3, SBW-ECU 200, actuator 300, wire harness 400, alarm device 500, and their connection relationship will be described.

  The SBW-ECU 200 includes an ECU unit 210, transmission lines 220A and 220B connected to the ECU unit 210, and conducting wires 230A and 230B.

  The actuator 300 includes an actuator driving circuit 310, receiving lines 320A and 320B connected to the actuator driving circuit 310, conducting wires 330A and 330B, and a conducting wire 340 connecting one end of each of the conducting wires 330A and 330B. Including.

  The SBW-ECU 200 and the actuator 300 are connected by a wire harness 400. The wire harness 400 is an electric wire in which transmission lines 420A and 420B and conductive wires 430A and 430B are integrally bundled with a corrugated tube or the like. The conducting wires 430A and 430B are provided in parallel with the transmission lines 420A and 420B along the transmission lines 420A and 420B.

  The ends of transmission lines 420A and 420B on the SBW-ECU 200 side are connected to transmission lines 220A and 220B, respectively. The ends of the transmission lines 420A and 420B on the actuator 300 side are connected to the reception lines 320A and 320B, respectively.

  The ends of the conductive wires 430A and 430B on the SBW-ECU 200 side are connected to the conductive wires 230A and 230B, respectively. The ends of the conducting wires 430A and 430B on the actuator 300 side are connected to the respective ends of the conducting wires 330A and 330B on the side different from the conducting wire 340 side. That is, in a state where SBW-ECU 200 and actuator 300 are connected by wire harness 400, conductive wires 430A and 430B, conductive wires 330A and 330B, conductive wire 340, and conductive wires 230A and 230B are connected in series.

  When the ECU unit 210 receives a command signal from the P switch 20, the ECU unit 210 generates an actuator control signal for driving the shift switching mechanism 48. The ECU unit 210 transmits the generated actuator control signal to the actuator drive circuit 310 via the transmission lines 220A and 220B, the transmission lines 420A and 420B, and the reception lines 320A and 320B.

  When the actuator drive circuit 310 receives the actuator control signal from the ECU unit 210, the actuator drive circuit 310 drives the shift switching mechanism 48 in accordance with the actuator control signal. Specifically, when the received actuator control signal is a signal for instructing switching to the P position, the actuator drive circuit 310 rotates the shaft 102 in the clockwise direction to switch the shift position to the P position. When the received actuator control signal is a signal for instructing release of the P position, the actuator drive circuit 310 rotates the shaft 102 counterclockwise to release the P position.

  Alarm device 500 includes a current monitoring circuit 510 and an alarm device 520 connected to current monitoring circuit 510.

  Current monitoring circuit 510 is connected to conducting wires 230A and 230B via conducting wires 530A and 530B. The current monitoring circuit 510 constantly applies a voltage to the ends of the conducting wires 530A and 530B, and monitors the value of current flowing through the conducting wires 430A and 430B, the conducting wires 330A and 330B, the conducting wire 340, and the conducting wires 230A and 230B connected in series. . When the wire harness 400 is cut and the conducting wires 430A and 430B are disconnected and the current value becomes substantially zero, the current monitoring circuit 510 outputs a signal notifying the alarm device 520 of the abnormality. In addition, as long as it can detect disconnection of conducting wire 430A, 430B, it is not limited to monitoring a current value, For example, you may provide the circuit which monitors a voltage value instead of the current monitoring circuit 510. FIG.

  When alarm device 520 receives a signal notifying abnormality from current monitoring circuit 510, alarm device 520 outputs an alarm notifying that wire harness 400 has been disconnected.

  An operation of shift control system 10 according to the present embodiment based on the above structure will be described.

  The shift control system 10 switches the shift position by operating the actuator 300 and driving the shift switching mechanism 48 in accordance with an actuator control signal generated by the SBW-ECU 200. The SBW-ECU 200 and the actuator 300 are provided at locations separated from each other, and are electrically connected by the wire harness 400. An actuator control signal is transmitted via transmission lines 420A and 420B included in the wire harness 400.

  In such a shift control system 10, the wire harness 400 is disconnected from the outside of the vehicle by a suspicious person, and a control signal generated by an ECU different from the SBW-ECU 200 is input to the actuator 300 from the cutting part of the transmission lines 420 </ b> A and 420 </ b> B. In such a case, the actuator 300 may be operated, and a shift position switching operation may be performed. In particular, when the shift position is switched from the P position to the non-P position, the drive shaft of the vehicle is not mechanically fixed, so that the vehicle can be pushed and the vehicle may be stolen.

  Therefore, in shift control system 10 according to the present embodiment, when disconnection of conductive wires 430A and 430B included in wire harness 400 is detected by current monitoring circuit 510, an alarm is provided to notify that wire harness 400 has been disconnected. It is output from the alarm device 520. Accordingly, it is possible to notify a person around the vehicle that the suspicious person is about to perform the shift position switching operation, and to prevent the unauthorized shift position switching operation from being continued.

  Furthermore, the conducting wires 430A and 430B are provided in parallel and integrally with the transmission lines 420A and 420B along the transmission lines 420A and 420B. Therefore, when the wire harness 400 is cut, not only the transmission lines 420A and 420B but also the conducting wires 430A and 430B are cut at the same time. Thereby, it is possible to appropriately determine whether or not the transmission lines 420A and 420B have been disconnected by detecting that the conducting wires 430A and 430B are disconnected.

  Furthermore, the current monitoring circuit 510 constantly applies a voltage in order to flow a monitoring current through the conducting wires 430A and 430B, the conducting wires 330A and 330B, the conducting wire 340, and the conducting wires 230A and 230B connected in series. These conducting wires to which voltage is applied are not connected to the transmission lines 220A and 220B, the transmission lines 420A and 420B, and the reception lines 320A and 320B to which the actuator control signal is transmitted. Therefore, it can be determined that the wire harness 400 has been disconnected without affecting the transmission of the actuator control signal.

  Furthermore, the two conducting wires 430A and 430B are connected in series by conducting wires 330A and 330B and a conducting wire 340 inside the actuator 300. Therefore, both ends of these conducting wires connected in series exist on the SBW-ECU 200 side, and disconnection of the conducting wires 430A and 430B can be detected only by connecting the current monitoring circuit 510 to the SBW-ECU 200 side. Therefore, it is not necessary to connect the current monitoring circuit 510 to both the actuator 300 side and the SBW-ECU 200 side, and a part of the current monitoring circuit 510 is suppressed from being disconnected when the wire harness 400 is disconnected. be able to.

  As described above, according to the shift control system according to the present embodiment, the SBW-ECU and the actuator are provided at locations separated from each other and connected by the wire harness. The actuator control signal generated by the SBW-ECU is transmitted to the actuator through a transmission line included in the wire harness. Whether or not the wire harness is cut is determined based on the value of current flowing through a conducting wire provided integrally with the transmission line. When this conductor is cut and the current value becomes substantially zero, an alarm is output. As a result, the suspicious person inputs a control signal different from the control signal generated by the legitimate ECU from the cutting portion of the wire harness to inform the people around the vehicle that the shift position switching operation is to be performed. In this way, it is possible to suppress the continued unauthorized switching operation of the shift position.

  Although the case where alarm device 500 is connected to the SBW-ECU 200 side has been described in the present embodiment, the place where alarm device 500 is connected is not limited to this. For example, the alarm device 500 may be connected to the actuator 300 side.

  Further, the number of transmission lines and the number of conductive lines provided in SBW-ECU 200, actuator 300, and wire harness 400 are not particularly limited to two.

<Second Embodiment>
With reference to FIG. 4, a shift control system 1010 provided with a control device for a shift switching mechanism according to the present embodiment will be described. The shift control system 1010 according to the present embodiment is replaced with the SBW-ECU 200, the actuator 300, the wire harness 400, and the alarm device 500 as compared with the configuration of the shift control system 10 according to the first embodiment described above. The difference is that SBW-ECU 1200, actuator 1300, wire harness 1400, and alarm device 1500 are included. The configuration other than these is the same as the configuration of the shift control system 10 according to the first embodiment described above. The same reference numerals are assigned to the same components. Their functions are the same. Therefore, detailed description thereof will not be repeated here.

  The SBW-ECU 1200 and the actuator 1300 are electrically connected by a wire harness 1400.

  Alarm device 1500 is an alarm device that is connected to SBW-ECU 1200 and vehicle power switch 28 and that operates when vehicle power switch 28 is turned off.

  With reference to FIG. 5, SBW-ECU 1200, actuator 1300, wire harness 1400, alarm device 1500, and their connection relationship will be described.

  SBW-ECU 1200 includes an ECU unit 210, transmission lines 220A and 220B connected to the ECU unit 210, a conducting wire 1230, and a conducting wire 230B.

  Actuator 1300 includes an actuator driving circuit 310, receiving lines 320A and 320B connected to actuator driving circuit 310, conducting wire 1330 and conducting wire 330B, and conducting wire 340 connecting conducting wire 1330 and conducting wire 330B.

  SBW-ECU 1200 and actuator 1300 are connected by wire harness 1400. The wire harness 1400 is an electric wire in which transmission lines 420A and 420B and a conducting wire 430B are integrally bundled with a corrugated tube or the like. The conducting wire 430B is provided in parallel with the transmission lines 420A and 420B along the transmission lines 420A and 420B.

  The end of the transmission line 420A on the SBW-ECU 1200 side is connected to the transmission line 220A. The end of the transmission line 420A on the actuator 1300 side is connected to the reception line 320A.

  The end of transmission line 420B on the SBW-ECU 1200 side is connected to transmission line 220B and conductive line 1230. The end of the transmission line 420B on the actuator 1300 side is connected to the reception line 320B and the conducting wire 1330.

  The end of the conducting wire 430B on the SBW-ECU 1200 side is connected to the conducting wire 230B. The end of the conducting wire 430B on the actuator 1300 side is connected to the end of the conducting wire 330B on the side different from the conducting wire 340 side. That is, in a state where the SBW-ECU 1200 and the actuator 1300 are connected by the wire harness 1400, the transmission line 420B, the conducting wire 430B, the conducting wire 1330, the conducting wire 330B, the conducting wire 340, the conducting wire 1230, and the conducting wire 230B are connected in series. Become.

  Alarm device 1500 includes a current monitoring circuit 1510 and an alarm device 520 connected to current monitoring circuit 1510.

  Current monitoring circuit 1510 is connected to conducting wire 1230 and conducting wire 230B via conducting wires 530A and 530B. When the vehicle power switch 28 is turned off, the current monitoring circuit 1510 applies a voltage to the ends of the conducting wires 530A and 530B, and the transmission line 420B, conducting wire 430B, conducting wire 1330, conducting wire 330B, conducting wire 340 connected in series. The current value flowing through the conducting wire 1230 and conducting wire 230B is monitored.

  An operation of shift control system 1010 according to the present embodiment based on the above structure will be described.

  In shift control system 1010, when wire harness 1400 is disconnected and disconnection of transmission line 420B and conductor 430B is detected by current monitoring circuit 1510, an alarm is output from alarm device 520 to notify that wire harness 1400 has been disconnected. Is done. As a result, as in the first embodiment described above, the suspicious person is informed that the suspicious person intends to perform the shift position switching operation illegally, and the unauthorized shift operation of the shift position continues. It can be suppressed.

  Furthermore, the current monitoring circuit 1510 monitors the current flowing through the transmission line 420B and the conducting wire 430B connected in series, and determines whether or not the wire harness 1400 has been disconnected. Therefore, for example, even when the conductive wire 430B is not cut and only the transmission line 420B is cut, it can be appropriately determined that the wire harness 1400 has been cut.

  Further, current monitoring circuit 1510 applies a voltage to the ends of conducting wires 530A and 530B to flow through transmission line 420B and conducting wire 430B when vehicle power switch 28 is turned off and shift control system 1010 is stopped. Monitor the current value. That is, when the driver starts the shift control system 1010 and drives the vehicle, the current monitoring circuit 1510 is stopped. Therefore, disconnection of the transmission line 420B and the conductive line 430B can be detected without affecting the transmission of the actuator control signal, and the current monitoring circuit 1510 is stopped while the vehicle is unlikely to be stolen. As a result, wasteful power consumption can be reduced.

  As described above, according to the shift control system according to the present embodiment, any of the transmission line and the conductive line included in the wire harness that connects the SBW-ECU that generates the actuator control signal and the actuator that is operated by the actuator control signal. When is disconnected, an alarm is output. As a result, similar to the above-described first embodiment, it is possible to suppress continued unauthorized switching operation of the shift position. Furthermore, even when the conducting wire is not cut and only the transmission line is cut, an alarm can be output to prevent an illegal shift position switching operation.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a figure which shows the structure of the vehicle carrying the control apparatus which concerns on the 1st Embodiment of this invention. It is a figure which shows the structure of the shift switching mechanism of the vehicle by which the control apparatus which concerns on the 1st Embodiment of this invention is mounted. It is a figure which shows the connection relation of the control apparatus which concerns on the 1st Embodiment of this invention. It is a figure which shows the structure of the vehicle carrying the control apparatus which concerns on the 2nd Embodiment of this invention. It is a figure which shows the connection relation of the control apparatus which concerns on the 2nd Embodiment of this invention.

Explanation of symbols

  10, 1010 shift control system, 20 P switch, 22 indicator, 24 input unit, 26 shift switch, 28 vehicle power switch, 30 EFI-ECU, 44 reduction mechanism, 46 encoder, 48 shift switching mechanism, 50 display unit, 52 meter , 60 drive mechanism, 70 power supply unit, 72 NSW, 100 detent plate, 102 shaft, 104, 114 rod, 106 parking lock pole, 108 parking lock gear, 110 detent spring, 112 rollers, 120 non-P position position, 122 mountain , 124 P position, 200, 1200 SBW-ECU, 210 ECU unit, 220A, 220B, 420A, 420B Transmission line, 230A, 230B, 330A, 330B, 340, 430 , 430B, 530A, 530B, 1230, 1330 Conductor, 300, 1300 Actuator, 310 Actuator drive circuit, 320A, 320B Reception line, 400, 1400 Wire harness, 500, 1500 Alarm device, 510, 1510 Current monitoring circuit, 520 Alarm .

Claims (4)

A control device for a shift switching mechanism that switches a shift position of a vehicle,
Generating means for generating an electrical signal used for switching the shift position based on a shift position corresponding to an operation unit operated by a driver;
Drive means provided at a position different from the generation means, and for driving the shift switching mechanism so as to switch from a plurality of shift positions to one shift position corresponding to the electrical signal based on the electrical signal; ,
Connecting means for electrically connecting the generating means and the driving means;
Determining means for determining whether or not the generating means and the driving means are not electrically connected by the connecting means;
Means for suppressing operation of the drive means based on a signal different from the electrical signal generated by the generation means when it is determined that the state is not electrically connected. ,Control device. The connecting means electrically connects the generating means and the driving means by a transmission line used for transmitting the electrical signal and a conductive wire provided in parallel and integrally with the transmission line along the transmission line. Including means for connecting to
The determination means includes
Detecting means for detecting that the conducting wire is disconnected;
The control device according to claim 1, further comprising means for determining that the conducting wire is not electrically connected by the connecting means when it is detected that the conducting wire is disconnected. The conducting wire is provided with an even number,
The control device further includes means for connecting the even number of conductors on at least one of the generating means side and the driving means side such that the even number of conductors are connected in series,
The control device according to claim 2, wherein the detection unit includes a unit that is connected to both ends of the series-connected conducting wires and detects whether the series-connected conducting wires are disconnected. The connecting means electrically connects the generating means and the driving means by a transmission line used for transmitting the electrical signal and a conductive wire provided in parallel and integrally with the transmission line along the transmission line. Including means for connecting to
The control device further includes means for connecting the transmission line and the conducting wire in series on either the generating means side or the driving means side,
The determination means includes
Means connected to both ends of the serially connected transmission line and conductor, and means for detecting that the serially connected transmission line and conductor are disconnected;
2. The device according to claim 1, further comprising: means for determining that the connection means is not electrically connected when it is detected that the transmission line and the conductive line connected in series are disconnected. Control device.

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