EP3489446A1

EP3489446A1 - Door entrapment detector and door opening-closing device

Info

Publication number: EP3489446A1
Application number: EP18207187.8A
Authority: EP
Inventors: Tarou Hayashi; Takenobu YOSHIOKA; Kazuo Tanabe; Dalim LEE; Ikuo MAKIHIRA
Original assignee: Nabtesco Corp
Current assignee: Nabtesco Corp
Priority date: 2017-11-22
Filing date: 2018-11-20
Publication date: 2019-05-29
Anticipated expiration: 2038-11-20
Also published as: TW202103995A; EP3489446B1; CN109812167A; JP2019093901A; JP7002301B2; TWI736451B; CN109812167B; TW201927613A

Abstract

A door entrapment detector (1) is configured to detect whether or not a double door (30) is in an entrapment state. The door entrapment detector (1) includes an obtainment unit (11) and a determination unit (12). The obtainment unit (11) obtains an output signal of a first detection sensor (53) detecting deformation of a first elastic member (51) attached to a leading edge of a first door (31) and an output signal of a second detection sensor (54) detecting deformation of a second elastic member (52) attached to a leading edge of a second door (32). The determination unit (12) calculates a difference between the output signals of the first detection sensor (53) and the second detection sensor (54) obtained by the obtainment unit (11) as a calculation value and determines whether or not the double door (30) is in an entrapment state based on the calculation value.

Description

The present invention relates to a door entrapment detector and a door opening-closing device for a door that opens and closes an entrance of a vehicle.
There is a door entrapment detector for detecting door entrapment, that is, entrapment of an object by a door that opens and closes an entrance of a vehicle (for example, refer to Japanese Laid-Open Patent Publication No. 2016-159847 ).
Japanese Laid-Open Patent Publication No. 2016-159847 describes a door entrapment detector that includes a pressure switch. The pressure switch outputs a signal in accordance with deformation of an elastic member attached to the leading edge of a door. The door entrapment detector detects entrapment by the door based on the output result of the pressure switch.
With the door entrapment detector described above, when the pressure switch detects pressure changes caused by vibration when the vehicle is traveling, a false door entrapment signal may be triggered. Thus, in this case, detecting actual door entrapment may have a lower accuracy.
To solve the problem, it is an object of the present invention to provide a door entrapment detector and a door opening-closing device that increase the accuracy for detecting door entrapment.
To achieve the above object, a door entrapment detector is provided that is configured to detect whether or not a double door for opening and closing an entrance of a vehicle is in an entrapment state. The door entrapment detector includes an obtainment unit and a determination unit. The obtainment unit obtains an output signal of a first detection sensor and an output signal of a second detection sensor. The first detection sensor detects deformation of an elastic member attached to a leading edge of one of two doors of the double door. The second detection sensor detects deformation of an elastic member attached to a leading edge of the other one of the two doors. The determination unit calculates a difference between the output signals of the first detection sensor and the second detection sensor obtained by the obtainment unit as a calculation value and determines whether or not the double door is in an entrapment state based on the calculation value.
To achieve the above object, a door opening-closing device is provided that includes a door controller controlling a double door for opening and closing an entrance of a vehicle. The door controller includes an obtainment unit and a determination unit. The obtainment unit obtains an output signal of a first detection sensor and an output signal of a second detection sensor. The first detection sensor detects deformation of an elastic member attached to a leading edge of one of two doors of the double door. The second detection sensor detects deformation of an elastic member attached to a leading edge of the other one of the two doors. The determination unit calculates a difference between the output signals of the first detection sensor and the second detection sensor obtained by the obtainment unit as a calculation value and determines whether or not the double door is in an entrapment state based on the calculation value.
When a vehicle is traveling, an output signal of a detection sensor includes components corresponding to vibration of the vehicle. The inventors found that when a detection sensor is provided for each door of a double door, output signals of the detection sensors are the same in terms of their positivity and negativity if the detection sensors detect vibration of the vehicle, and output signals of the detection sensors are opposite in terms of their positivity and negativity if the detection sensors detect door entrapment. With the configuration described above, components included in each output signal corresponding to vibration of the vehicle are cancelled out. This decreases the calculation value, that is, the difference between the output signals of the detection sensors. On the other hand, components included in each output signal corresponding to door entrapment are added together, and thus the calculated value is increased. When door entrapment is determined based on the calculation value, erroneous detection of door entrapment caused by vibration of the vehicle is limited. As a result, the accuracy for detecting door entrapment is increased.
Preferably, in the door entrapment detector, determination of the determination unit is performed by comparing the calculation value with a determination value that differs depending on a travel state of the vehicle.
Vibration of a vehicle may differ depending on a travel state of the vehicle. Thus, with the configuration described above, the accuracy for detecting door entrapment is further increased.
Preferably, the door entrapment detector further includes the first detection sensor and the second detection sensor each of which may be a pressure sensor detecting pressure of a hollow portion in the elastic member.
According to the present invention, the accuracy for detecting door entrapment is increased.
Other aspects and advantages of the invention will become apparent from the following description, taken in conjunction with the accompanying drawings, illustrating by way of example the principles of the invention.
The invention, together with objects and advantages thereof, may best be understood by reference to the following description of the presently preferred embodiments together with the accompanying drawings in which:

Fig. 1 is a block diagram showing a schematic structure of a door opening-closing device including a door entrapment detector according to a first embodiment.
Fig. 2 is a graph showing an example of a detection signal obtained by the door entrapment detector of the first embodiment.
Fig. 3 is a graph showing an example of a detection signal obtained by the door entrapment detector of the first embodiment.
Figs. 4(a) and 4(b) are graphs showing an example of a detection signal obtained by the door entrapment detector of the first embodiment.
Fig. 5 is a flowchart showing a door entrapment detection process performed by the door entrapment detector of the first embodiment.
Fig. 6 is a diagram showing a door controller including a door entrapment detector according to a modified embodiment.
Fig. 7 is a flowchart showing a door entrapment detection process performed by a door entrapment detector according to a second embodiment.

First Embodiment

A door entrapment detector according to a first embodiment will now be described with reference to Figs. 1 to 4. The door entrapment detector is arranged on a door that opens and closes an entrance of a vehicle, such as a train, to detect door entrapment, that is, entrapment of an object by the door.
As shown in Fig. 1, a door 30 of a vehicle is a double door and includes a first door 31 and a second door 32 respectively located at the left side and the right side in the drawing. The door 30 opens and closes in accordance with operation of a pneumatic cylinder. The door 30 is driven and controlled by a door controller 2. The door controller 2 controls the pneumatic cylinder to open and close the door 30. The device for driving the door 30 is not limited to a pneumatic cylinder and may be, for example, an electric motor.
The door 30 is provided with a door entrapment detector 1 detecting entrapment of an object by the door 30. The door entrapment detector 1 is electrically connected to the door controller 2 to intercommunicate with the door controller 2 using signals. The door controller 2 is electrically connected to a vehicle control board 4, which is installed in, for example, an operation cab to control the vehicle, to intercommunicate with the vehicle control board 4 using signals. A device including the door controller 2 and the door entrapment detector 1 is referred to as a door opening-closing device 3.
The door controller 2 includes a door opening-closing unit 21 controlling the opening and closing of the door 30 and a door depressurization unit 22 performing depressurization control when the door is fully closed. The door opening-closing unit 21 controls the driving of the pneumatic cylinder using pneumatic pressure of a compressor (not shown) to move the door 30 between a fully-open state and a fully-closed state. When the door 30 is in the fully-closed state, the door depressurization unit 22 attenuates the driving of the pneumatic cylinder in the closing direction for a predetermined time from when the door 30 becomes the fully-closed state. Thus, if an object carried by a passenger is trapped between the first door 31 and the second door 32, the trapped object may be pulled out and released from the door entrapment. The configuration of the door depressurization unit 22 may be omitted.
The vehicle control board 4 includes an opening-closing instruction unit 41 instructing the door controller 2 to open and close the door 30, a detection permission unit 42 permitting detection of door entrapment, and a door entrapment notification unit 43 issuing a notification of door entrapment. The opening-closing instruction unit 41 is operated by a crew of the vehicle, such as an operator or a conductor, to send an opening instruction or a closing instruction to the door controller 2. When the opening instruction is input to the door controller 2, the door opening-closing unit 21 moves the door 30 to an open state. When the closing instruction is input to the door controller 2, the door opening-closing unit 21 moves the door 30 to a closed state. The detection permission unit 42 is operated by the crew to set whether or not a door entrapment detection process is performed. The detection permission unit 42 outputs a detection instruction when the door entrapment detection process is performed, and does not output the detection instruction when the door entrapment detection process is not performed. When the door entrapment detector 1 detects door entrapment, the door entrapment notification unit 43 illuminates a lamp arranged on the vehicle control board 4 or otherwise shows information related to the door entrapment detection.
A first elastic member 51, which is formed from an elastic material such as rubber, is attached to the leading edge of the first door 31. The first elastic member 51 is tubular and has an empty space 51A inside the first elastic member 51. When an object is trapped by the door 30, the first elastic member 51 deforms, and the volume of the empty space 51A changes. A second elastic member 52, which is formed from an elastic material such as rubber, is attached to the leading edge of the second door 32. The second elastic member 52 is tubular and has an empty space 52A inside the second elastic member 52. When an object is trapped by the door 30, the second elastic member 52 deforms, and the volume of the empty space 52A changes.
A first detection sensor 53 is arranged on the first door 31 to detect deformation of the first elastic member 51. The first detection sensor 53 is a pressure sensor detecting pressure of the empty space 51A in the first elastic member 51. The pressure obtained when the door 30 is closed is referred to as a reference pressure. The first detection sensor 53 outputs a variation pressure with respect to the reference pressure as an output signal. The first detection sensor 53 is attached to the upper portion of the first door 31 and is connected to the upper end of the empty space 51A of the first elastic member 51 via a tube 53A. The first detection sensor 53 may be a component of the door entrapment detector 1. Further, the first detection sensor 53 and the first elastic member 51 may be components of the door entrapment detector 1.
A second detection sensor 54 is arranged on the second door 32 to detect deformation of the second elastic member 52. The second detection sensor 54 is a pressure sensor detecting pressure of the empty space 52A in the second elastic member 52. The second detection sensor 54 outputs a variation pressure with respect to the reference pressure, which is the pressure obtained when the door 30 is closed, as an output signal. The second detection sensor 54 is attached to the upper portion of the second door 32 and is connected to the upper end of the empty space 52A in the second elastic member 52 via a tube 54A. The second detection sensor 54 may be a component of the door entrapment detector 1. Further, the second detection sensor 54 and the second elastic member 52 may be components of the door entrapment detector 1.
The door 30 includes a door closing switch 23 detecting that the door 30 is closed. The door closing switch 23 is installed on the second door 32 so that when the door 30 is closed and the second door 32 reaches a predetermined position, the door closing switch 23 comes into contact with a contact portion 60 attached to the body of the vehicle. When in contact with the contact portion 60, the door closing switch 23 outputs a door closing signal to the door controller 2 to indicate that the door 30 is closed. The door closing signal is transmitted to the vehicle control board 4 via the door controller 2. The door closing switch 23 may be installed on the first door 31.
The door entrapment detector 1 includes an obtainment unit 11 obtaining the output signals from the first detection sensor 53 and the second detection sensor 54 and a determination unit 12 determining whether or not the door 30 is in an entrapment state.
The obtainment unit 11 includes a filter 11A. Since frequency components of vibration of the vehicle tend to be a high frequency, a low-pass filter is effectively used as the filter 11A. The filter 11A removes signals having frequencies that are, for example, 6 Hz or higher. The obtainment unit 11 obtains a first output signal, which is the output signal from the first detection sensor 53, causes the first output signal to pass through the filter 11A to generate a first detection signal in which frequency components of vibration of the vehicle are reduced, and transmits the first detection signal to the determination unit 12. The obtainment unit 11 obtains a second output signal, which is the output signal from the second detection sensor 54, causes the second output signal to pass through the filter 11A to generate a second detection signal in which frequency components of vibration of the vehicle are reduced, and transmits the second detection signal to the determination unit 12.
The determination unit 12 calculates a calculation value, that is, a difference between the first detection signal and the second detection signal obtained by the obtainment unit 11. When the vehicle is traveling, the determination unit 12 determines whether or not the door 30 is in an entrapment state based on the calculation value. The determination unit 12 compares the calculation value with a determination value to determine whether or not the door 30 is in an entrapment state. When the calculation value is greater than the determination value, the determination unit 12 determines that the door 30 is in an entrapment state.
The calculation of the calculation value reduces components caused by vibration of the vehicle. The reduction will now be described with reference to Figs. 2 and 3. The first door 31 outputting a first output signal D1 is arranged rearward in a direction in which the vehicle travels. The second door 32 outputting a second output signal D2 is arranged frontward in the travel direction of the vehicle.
Fig. 2 shows the first output signal D1, the second output signal D2, and a calculation value D3 (= D1 - D2) when the vehicle is traveling and the door 30 is in an entrapment state. When the vehicle is traveling and the door 30 is in an entrapment state, the leading edge of the first door 31, that is, the rear door in the travel direction of the vehicle, is pulled, and the first output signal has a positive value. The leading edge of the second door 32, that is, the front door in the travel direction of the vehicle, is released, and the second output signal has a negative value. Components included in each output signal corresponding to door entrapment are added together in the calculation value D3. Thus, the calculation value D3 has a greater value than the output signals.
Fig. 3 shows the first output signal D1, the second output signal D2, and the calculation value D3 (= D1 - D2) when the vehicle is traveling with travel vibration. When the vehicle is traveling with travel vibration, the first elastic member 51 and the second elastic member 52 deform in the same manner, and the first output signal D1 and the second output signal D2 are output having substantially the same value. In the calculation value D3, components included in each output signal corresponding to vibration of the vehicle are cancelled out. Thus, the calculation value D3 has a small value. This limits the effect of travel vibration of the vehicle. Since the determination using the calculation value limits the effect of travel vibration of the vehicle, door entrapment can be detected without any change in the determination between when the vehicle is traveling and when the vehicle is at a standstill.
Reduction in frequency components of vibration of the vehicle performed by the filter 11A will now be described with reference to Figs. 4(a) and 4(b).
Fig. 4(a) shows output signals output from the detection sensors 53 and 54. The left side in Fig. 4(a) shows an output signal X1 when the vehicle is at a standstill and the door 30 is in an entrapment state. The output signal X1 has a low frequency. The right side in Fig. 4(a) shows an output signal X2 when the vehicle is traveling with travel vibration. The output signal X2 has a high frequency. The amplitude of the output signal X2 including travel vibration is referred to as a first amplitude W1. Thus, the determination value for determination of whether or not the door 30 is in an entrapment state needs to be a first determination value T1 that is greater than the first amplitude W1. With the first determination value T1, a left peak M1 of the door entrapment cannot be detected, and values that are greater than the left peak M1 such as a right peak M2 of the door entrapment can only be detected. Thus, output signals output from the detection sensors 53 and 54 are passed through the filter 11A to obtain the detection signals shown in Fig. 4(b).
Fig. 4(b) shows detection signals obtained by passing the output signals through the filter 11A. The left side in Fig. 4(b) shows a detection signal Y1 when the vehicle is at a standstill and the door 30 is in an entrapment state. The right side in Fig. 4(b) shows a detection signal Y2 when the vehicle is traveling with travel vibration. The amplitude of the detection signal Y2 including travel vibration is smaller than the first amplitude W1 and is referred to as a second amplitude W2. Thus, the determination value for determination of whether or not the door 30 is in an entrapment state may be a second determination value T2 that is smaller than the first determination value T1. With the second determination value T2, the left peak M1, which is smaller than the right peak M2, of the door entrapment is detected.
The determination unit 12 determines door entrapment by comparing the determination value with the calculation value, which is the difference between the first detection signal and the second detection signal obtained by causing the first output signal and the second output signal to pass through the filter 11A in the obtainment unit 11.
The door entrapment detection process performed by the door entrapment detector 1 will now be described with reference to Fig. 5.
The door entrapment detector 1 determines whether or not a door closing instruction is received (step S11). More specifically, when a door closing instruction output from the vehicle control board 4 is received via the door controller 2, the door 30 will be closed. Thus, the door entrapment detector 1 starts to detect whether or not the door 30 is in an entrapment state. If the door closing instruction is not received (step S11: NO), the door entrapment detector 1 waits for a door closing instruction.
If the door closing instruction is received (step S11: YES), the door entrapment detector 1 obtains a first detection signal and a second detection signal (step S12). More specifically, when the first output signal is received from the first detection sensor 53, the obtainment unit 11 causes the first output signal to pass through the filter 11A to generate the first detection signal in which frequency components of vibration of the vehicle are reduced. When the second output signal is received from the second detection sensor 54, the obtainment unit 11 causes the second output signal to pass through the filter 11A to generate the second detection signal in which frequency components of vibration of the vehicle are reduced. The obtainment unit 11 transmits the first detection signal and the second detection signal to the determination unit 12.
The door entrapment detector 1 calculates the calculation value, that is, the difference between the two detection signals (step S13). When the determination unit 12 calculates the calculation value, which is the difference between the first detection signal and the second detection signal, components included in the output signals corresponding to vibration of the vehicle are reduced.
The door entrapment detector 1 determines whether or not the calculation value is greater than the determination value (step S14). More specifically, if the determination unit 12 determines that the calculation value is less than or equal to the determination value (step S14: NO), the determination unit 12 determines whether or not a termination condition is satisfied (step S18). If the termination condition is not satisfied (step S18: NO), the determination unit 12 proceeds to step S12 and continues the determination. If the termination condition is satisfied (step S18: YES), the determination unit 12 proceeds to step S17. The termination condition is a condition that does not require the door entrapment detection process, such as a condition in which a predetermined time has elapsed since the vehicle started traveling, a condition in which the rear end of the vehicle has passed the end of a platform, or a condition in which the speed of the vehicle exceeds a predetermined speed.
If the determination unit 12 determines that the calculation value is greater than the determination value (step S14: YES), the determination unit 12 determines that the door 30 is in an entrapment state (step S15). More specifically, the determination unit 12 increases pressure variations caused by door entrapment relative to pressure variations caused by vibration of the vehicle and limits the effect of the vibration of the vehicle through filtering. The determination unit 12 makes a determination based on the calculation value to detect door entrapment.
In other words, in the process of steps S12 to S14 and S18, the determination unit 12 continues to obtain detection signals and continues to make determinations until the calculation value exceeds the determination value or the termination condition is satisfied.
When the door entrapment detector 1 determines that the door 30 is in an entrapment state, the door entrapment detector 1 outputs a door entrapment detection (step S16). More specifically, when the determination unit 12 determines that the door 30 is in an entrapment state, the determination unit 12 reports the door entrapment detection to the door controller 2 to output the door entrapment detection to the vehicle control board 4 via the door controller 2.
When the determination unit 12 determines that the termination condition is satisfied, the door entrapment detector 1 stops obtaining detection signals (step S17) and ends the door entrapment detection process. More specifically, even when receiving output signals, the obtainment unit 11 may prohibit the output signals from passing through the filter 11A. The obtainment unit 11 may stop receiving output signals. Alternatively, the obtainment unit 11 may cause the first detection sensor 53 and the second detection sensor 54 to stop outputting output signals or may cause the first detection sensor 53 and the second detection sensor 54 to stop detecting pressure.
The door entrapment detector 1 uses the first detection sensor 53 and the second detection sensor 54 and thus differs from a typical detector that uses a detection switch to determine door entrapment. The door entrapment detector 1 calculates a difference using pressure variations caused by deformation of the first elastic member 51 and the second elastic member 52. Thus, components corresponding to vibration of the vehicle are reduced.
The present embodiment has the advantages described below.

(1) Since components included in each output signal corresponding to vibration of the vehicle are cancelled out, the calculation value, that is, the difference between the output signals of the detection sensors 53 and 54, is decreased. On the other hand, components included in each output signal corresponding to door entrapment are added together. Thus, the calculation value is increased. The determination of whether or not the door 30 is in an entrapment state based on the calculation value limits erroneous detection of door entrapment caused by vibration of the vehicle. As a result, the accuracy for detecting door entrapment is increased when the vehicle is traveling.
(2) Whether or not the door 30 is in an entrapment state is easily determined by comparing the calculation value with the determination value.
(3) Determination is made based on detection signals that have passed through the filter 11A. Thus, signals of frequency components caused by vibration of the vehicle are removed.

Second Embodiment

A door entrapment detector according to a second embodiment will now be described with reference to Fig. 7. The door entrapment detector of the second embodiment differs from that of the first embodiment in that a travel state of the vehicle is taken into consideration when determination is made. The description will focus on the differences from the first embodiment.
The door entrapment detector 1 obtains travel state information indicating the travel state of the vehicle from the vehicle control board 4 via the door controller 2. The travel state information indicates, for example, states of the vehicle including a standstill, traveling (powered-traveling), and braking (brake) and speed of the vehicle.
The filter 11A of the obtainment unit 11 of the door entrapment detector 1 removes signals of different frequency components depending on the travel state of the vehicle. As the speed of the vehicle increases, the lower limit of a frequency that is removed by the filter 11A is raised because the frequency of an output signal caused by the travel vibration increases. Additionally, when the speed of the vehicle is assumed to increase based on the state of the vehicle, the lower limit of a frequency that is removed by the filter 11A is raised. When the speed of the vehicle is assumed to decrease based on the state of the vehicle, the lower limit of a frequency that is removed by the filter 11A is lowered.
The determination unit 12 of the door entrapment detector 1 uses different determination values depending on the travel state of the vehicle. As the speed of the vehicle increases, the determination value is increased because door entrapment is less likely to occur. Additionally, when the speed of the vehicle is assumed to increase based on the state of the vehicle, the determination value is increased. When the speed of the vehicle is assumed to decrease based on the state of the vehicle, the determination value is decreased.
As shown in Fig. 7, if the door closing instruction is received (step S11: YES), the door entrapment detector 1 obtains the travel state information (step S21). More specifically, the door entrapment detector 1 obtains the travel state information from the vehicle control board 4 via the door controller 2.
The door entrapment detector 1 sets the filter 11A in accordance with the travel state (step S22). More specifically, the obtainment unit 11 changes the lower limit of a frequency that is removed by the filter 11A in accordance with the travel state. The door entrapment detector 1 also sets the determination value in accordance with the travel state (step S23). More specifically, the determination unit 12 changes the determination value in accordance with the travel state. Steps S22 and S23 may be performed in reverse order or simultaneously performed.
The door entrapment detector 1 obtains a first detection signal and a second detection signal (step S12). More specifically, when the first output signal is received from the first detection sensor 53, the obtainment unit 11 causes the first output signal to pass through the filter 11A to obtain a first detection signal in which frequency components of vibration of the vehicle are reduced. When the second output signal is received from the second detection sensor 54, the obtainment unit 11 causes the second output signal to pass through the filter 11A to obtain a second detection signal in which frequency components of vibration of the vehicle are reduced. The obtainment unit 11 transmits the first detection signal and the second detection signal to the determination unit 12.
The door entrapment detector 1 calculates a calculation value, that is, the difference between the two detection signals (step S13). When the determination unit 12 calculates the calculation value, which is the difference between the first detection signal and the second detection signal, components included in the output signals corresponding to vibration of the vehicle are reduced.
The door entrapment detector 1 determines whether or not the door 30 is in an entrapment state by comparing the calculation value, which is the difference between the detection signals that have passed through the filter 11A set in accordance with the travel state, and the determination value, which is set in accordance with the travel state (step S14).
Subsequently, the process of steps S15 to S18 is performed in the same manner as the first embodiment, and the door entrapment detection process is ended.
The second embodiment has the advantages described below in addition to advantages (1) to (3) of the first embodiment.

(4) Frequency components of vibration of the vehicle may differ depending on the travel state of the vehicle. Reduction of frequency components in accordance with the travel state of the vehicle further increases the accuracy for detecting door entrapment.
(5) Different determination values are used depending on the travel state of the vehicle. This further increases the accuracy for detecting door entrapment.

The above-described embodiments may be modified as follows.
In the above-described embodiments, the first detection sensor 53 and the second detection sensor 54 are attached to the upper portion of the corresponding door. However, the first detection sensor 53 and the second detection sensor 54 may be attached to any position.
In the second embodiment, the filter 11A removes different frequency components depending on the travel state of the vehicle, and different determination values are used depending on the travel state of the vehicle. However, only one of the filter 11A that removes different frequency components depending on the travel state of the vehicle and the determination values that differ depending on the travel state of the vehicle may be used.
In the above-described embodiments, the filter 11A of the obtainment unit 11 removes not only signals of frequency components of vibration of the vehicle but also signals of frequency components other than the vibration of the vehicle. However, the filter 11A of the obtainment unit 11 may remove signals of a frequency including only frequency components of vibration of the vehicle.
In the above-described embodiments, as long as frequency components of vibration of the vehicle are reduced by calculation of the calculation value, that is, the difference between the two detection signals, the filter 11A may be omitted from the configuration.
In the above-described embodiments, the obtainment unit 11 includes the filter 11A. Instead, the determination unit 12 may include a filter that reduces frequency components included in an output signal corresponding to vibration of the vehicle. When the vehicle is traveling, the determination unit including the filter determines whether or not the door 30 is in an entrapment state based on the calculation value that has been filtered through the filter.
In the above-described embodiments, a pressure sensor is used as the detection sensor. However, for example, a strain sensor may be used to directly measure a deformation amount of the elastic members 51 and 52. More specifically, the phrase "detecting deformation of an elastic member" includes not only a mode indirectly detecting deformation of the elastic member by detecting a change in the pressure of the hollow portion in the elastic member but also a mode directly detecting deformation of the elastic member.
In the above-described embodiments, as shown in Fig. 6, the door controller 2 may perform the function of the door entrapment detector 1.
It should be apparent to those skilled in the art that the present invention may be embodied in many other specific forms without departing from the scope of the invention. For example, one or more of the components may be omitted from the components described in the embodiments (or one or more aspects thereof). Further, components in different embodiments may be appropriately combined.
The present examples and embodiments are to be considered as illustrative and not restrictive, and the invention is not to be limited to the details given herein, but may be modified within the scope and equivalence of the appended claims.

Claims

A door entrapment detector (1) configured to detect whether or not a double door (30) for opening and closing an entrance of a vehicle is in an entrapment state, the door entrapment detector (1) being characterized by:
an obtainment unit (11) obtaining an output signal of a first detection sensor (53) and an output signal of a second detection sensor (54), the first detection sensor (53) detecting deformation of an elastic member (51) attached to a leading edge of one of two doors (31, 32) of the double door (30), and the second detection sensor (54) detecting deformation of an elastic member (52) attached to a leading edge of the other one of the two doors (31, 32); and

a determination unit (12) calculating a difference between the output signals of the first detection sensor (53) and the second detection sensor (54) obtained by the obtainment unit (11) as a calculation value and determining whether or not the double door (30) is in an entrapment state based on the calculation value.
The door entrapment detector (1) according to claim 1, wherein determination with the determination unit (12) is performed by comparing the calculation value with a determination value that differs depending on a travel state of the vehicle.
The door entrapment detector (1) according to claim 1 or 2, further characterized by the first detection sensor (53) and the second detection sensor (54), wherein each of the first detection sensor (53) and the second detection sensor (54) is a pressure sensor detecting pressure of a hollow portion (51A, 52A) in the elastic member (51, 52).
A door opening-closing device (3) being characterized by a door controller (2) controlling a double door (30) for opening and closing an entrance of a vehicle, wherein the door controller (2) includes
an obtainment unit (11) obtaining an output signal of a first detection sensor (53) and an output signal of a second detection sensor (54), the first detection sensor (53) detecting deformation of an elastic member (51) attached to a leading edge of one of two doors (31, 32) of the double door (30), and the second detection sensor (54) detecting deformation of an elastic member (52) attached to a leading edge of the other one of the two doors (31, 32), and
a determination unit (12) calculating a difference between the output signals of the first detection sensor (53) and the second detection sensor (54) obtained by the obtainment unit (11) as a calculation value and determining whether or not the double door (30) is in an entrapment state based on the calculation value.