JP2004027726A - Door structure of vehicle having no center pillar - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a door structure of a vehicle having no center pillar and having a connection structure composed of a striker and a connection device and capable of preventing the occurrence of a problem of contact of both of them even if erroneous operation situation occurs. <P>SOLUTION: The connection device 40 is provided with a controller 33 operating and controlling between closing attitude and opening attitude. While the connection device 40 takes the closing attitude, validity for maintaining the closing attitude after changing attitude to the closing attitude is discriminated. If it is discriminated that the maintenance of the closing attitude is not proper, erroneous operation control for making the connection device 40 take the opening attitude is performed. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
According to the present invention, a center pillarless vehicle is provided with a front side door and a rear side door, a striker is provided on one of the rear side door and the front side door, and the striker enters the other door, and the The present invention relates to a door structure in which a connecting device capable of preventing detachment is provided, and in a connected state in which a striker is connected to the connecting device, a relative separation movement between a front side door and a rear side door is prevented.
[0002]
[Prior art]
2. Description of the Related Art Today, so-called center pillar-less vehicles, which are provided with a pair of side doors in front and rear of an automobile or the like and have no center pillar located at an intermediate portion thereof, have been used.
In this kind of center pillarless structure, a connection mechanism for connecting these is provided between a front side door (hereinafter referred to as Fr door) and a rear side door (hereinafter referred to as Rr door) for safety reasons and the like. .
An example of this type of connection mechanism is disclosed in Japanese Patent Application Laid-Open No. 2000-280746. As shown in FIG. 11, in the connection mechanism 100 for a center pillar-less vehicle, the rotation center 106A of a front hinge 106 that connects the front end 102A of the Fr door 102 to the vehicle body 104 so as to be openable and closable is movable forward of the vehicle. Is opened and closed at the position moved forward, thereby increasing the degree of freedom of opening and closing the Fr door 102 and the Rr door in the double door type door structure.
[0003]
However, in this connection mechanism, the front and rear doors are swing doors, and it is forced to use a complicated hinge mechanism in order not to have an opening and closing order. Although not shown, the connection mechanism between the vertical center of the rear end of the Fr door and the vertical center of the front end of the Rr door has a so-called bolt structure in which a connecting pin is inserted into a connecting hole. Therefore, at the time of a side collision, the Fr door and the rear side door are easily separated in the vehicle front-rear direction, and the connection performance is low.
[0004]
Therefore, the present inventors have proposed a structure provided with a latch and a pole as a striker provided on one door and a coupling device for the striker, and separately provided actuators (hereinafter referred to as ACT) for the latch and the pole. In the situation where the striker enters the connecting device and a predetermined connecting state is to be realized, a structure is considered in which the posture of the latch and the pole is changed to a posture suitable for the connection.
[0005]
In this case, the attitude change of the latch, the pole and the like is performed in accordance with an operation command from a control device such as an electronic control unit (hereinafter referred to as an ECU). This is in accordance with an open / close detection switch signal from a switch (hereinafter referred to as a courtesy SW). In the present application, such a switch for detecting the opening and closing of the door is referred to as an open / close detection switch (SW).
[0006]
That is, for example, when the closed state of the Fr door and the Rr door is confirmed by a switch detection signal of a courtesy SW provided for both doors, the control device outputs an operation command to the connecting device side, Ensure connection between striker and latch.
[0007]
[Problems to be solved by the invention]
However, it has been found that such a structure causes the following problems.
For example, in a situation where the Fr door is in a closed state and the courtesy SW of this door is ON, the courtesy SW of the Rr door is accidentally turned ON for some reason (for example, the rider is mistakenly hand-made by hand). In this case, the control device determines that both the Fr door and the Rr door are in the closed state, and issues a close operation command to secure the connected state of the two doors, and sets the connecting device to its closed position.
[0008]
At this time, if the Rr door itself is operated to the closing side, the striker will enter the connecting device in the closed posture, causing a contact or the like, which may cause malfunction or failure.
[0009]
The present invention addresses the above problem, and in a center pillarless vehicle having a connection mechanism including a striker and a connection device, even if the above-described erroneous operation occurs, a problem such as contact between the two occurs. An object of the present invention is to provide a door structure for a center pillar-less vehicle that does not have any problem.
[0010]
[Means for Solving the Problems]
The feature of the door structure of the center pillarless vehicle according to the present invention for achieving this object is as described in claim 1.
Based on the input signal of the opening / closing detection switch between the front side door and the rear side door, the connecting device can be separated from the striker in a closed posture for preventing the detachment of the striker, and the striker can enter the connecting device. A control device for controlling between the open position and
In the state where the connecting device takes the closed posture, the validity of maintaining the closed posture after changing the posture to the closed posture is determined, and when it is determined that maintaining the closed posture is not appropriate, the connecting device is opened. It is to execute erroneous operation control for setting the posture.
[0011]
In this door structure, after the closing posture of the connecting device is established, it is determined whether maintaining the closing posture of the connecting device is appropriate.
For example, as described above, when the rider accidentally turns on the courtesy SW or the like, it is determined whether or not this will be canceled in a short time. Then, when the courtesy SW is released in a short period of time, it is assumed that the control to the closed posture is erroneously performed, and that the maintenance of the closed posture is inappropriate and the posture is released.
In this way, even if the coupling device independently operated with respect to the striker intrusion / removal unexpectedly takes a closed posture, the validity of maintaining this posture is determined, and the posture is not valid. When it is determined that the open posture is taken, it is possible to prevent the occurrence of malfunction or failure due to contact with the striker or the like.
[0012]
As described in claim 2, when the door opening operation command for the rear side door is issued within a predetermined time from the time when the connecting device changes the posture from the open posture to the closed posture, the erroneous operation is performed. It is preferable to end the control.
[0013]
Further, as described in claim 3, when a door opening operation command for the front side door is issued within a predetermined time from a point in time when the connecting device changes the posture from the open posture to the closed posture, It is preferable to end the erroneous operation control.
[0014]
If the opening operation or the opening operation command of any of the doors is detected within the predetermined time, for example, it is considered that the door has been actively opened, and the situation that requires erroneous operation control has been resolved. Therefore, the erroneous operation control can be ended, and the situation which is a problem of the present application does not occur.
[0015]
Further, as set forth in claim 4, when the vehicle is running within a predetermined time from the time when the connecting device changes the posture from the open posture to the closed posture, the erroneous operation determination may be terminated. preferable.
[0016]
When the vehicle speed is equal to or higher than the predetermined value, the side door is maintained in the connected state during traveling, so that there is no need to perform erroneous operation control, and the situation of the present application does not occur. This is because the status quo should be maintained.
[0017]
Further, as described in claim 5,
From the point in time when the connecting device has changed from the open position to the closed position,
When a door opening operation command for the rear side door is not issued, a door opening operation command for the front side door is not issued, and a state where it is not determined that the vehicle is traveling is maintained and a predetermined time has elapsed. In addition, it is preferable to end the erroneous operation control.
[0018]
If the above three states do not occur for a predetermined time or more, it is considered that the striker has penetrated into the connecting device, and the connected state is considered to be normally established. However, it is preferable to maintain a predetermined state.
[0019]
The open / close detection switch is, specifically, a courtesy switch of a front side door or a courtesy switch of a rear side door, as described in claim 6, and the erroneous operation control described above. In the erroneous operation determination standby mode in which is performed, it is preferable to determine that maintaining the closed posture is not appropriate when any of these switches is turned ON.
That is, when these switches are closed within a predetermined time, it is possible to determine that an erroneous operation has occurred and to avoid contact between the striker and the connecting device.
[0020]
BEST MODE FOR CARRYING OUT THE INVENTION
One embodiment of a door structure for a center pillarless vehicle according to the present invention will be described with reference to FIGS.
1 to 4 are views showing the equipment configuration and operation of a vehicle 10 including a connecting device 40 employed in a door structure unique to the present application, and FIGS. This is for describing the configuration of the ECU 33, which is a control device for operating the coupling device 40 in a form suitable for the purpose of the present application, with erroneous operation control, and the operation flow thereof.
[0021]
In the vehicle 10 of the present application, as described later, a connection mechanism including the striker 41, the latch 50, and the pawl 48 as basic elements is provided between the Fr door 12 and the Rr door 14.
[0022]
However, unlike a normal latch, a structure in which the latch 50 is changed from its open position to its closed position in accordance with the intrusion of the striker 41 and the detachment of the striker 41 is restricted by cooperation with the pole 48 is not adopted. .
[0023]
That is, the striker 41 can enter the coupling device 40 provided with the latch 50 and the pawl 48 in a state where the striker 41 does not interfere with the latch 50. 3 (a position indicated by a solid line in FIG. 3), the latch 50 is rotated by a close actuator (hereinafter referred to as a close ACT) 58, and the connection between the striker 41 and the latch 50 is completed.
[0024]
When the connection between the latch 50 and the striker 41 is released, the pawl 48 provided to the latch 50 is rotated to the open posture side by a release actuator (hereinafter referred to as release ACT) 64 so that the detachment / ingress of the striker 41 is prevented. It becomes possible.
[0025]
That is, the close ACT 58 and the release ACT 64 independently rotate the latch 50 and the pawl 48 without having a direct relationship with the position of the striker 41, thereby realizing the connection via the striker 41. Here, the operations of the latch 50 and the pole 48 are based on the SW signals input to the ECU 33 from the courtesy switches 19 and 29, which are open / close detection SWs, the handle SW 34, and the like, which will be described in detail below.
[0026]
Hereinafter, a specific description will be given.
In the description, first, the structure around the Fr door 12 and the Rr door 14 will be described, and it is constructed so as to ensure the proper operation of the connecting device 40 in accordance with the operation status of the equipment provided around these doors. The operation of the ECU 33 will be described.
In the description of the device configuration around the door, the description will be made in a state where the side doors 12 and 14 are normally operated, not an erroneous operation which is a problem of the present application.
[0027]
1 Structure around the side door
In FIGS. 1 to 4, an arrow FR indicates a forward direction of the vehicle, an arrow UP indicates an upward direction of the vehicle, and an arrow IN indicates an inward direction of the vehicle.
As shown in FIG. 1, the vehicle 10 is a center pillarless vehicle without a center pillar, and among the front and rear doors on the vehicle side, the Fr door 12 is a swing door, and the Rr door 14 is a slide door. I have.
[0028]
The front end 12A of the Fr door 12 is attached to the front pillar 18 by a pair of well-known upper and lower hinges 15 and 16, and can swing between a closed position and an open position. When the Fr door 12 is opened from the closed position shown in FIG. 2, the Fr door 12 rotates around the hinges 15 and 16 outward in the vehicle width direction (the direction of arrow R in FIG. 2).
[0029]
On the other hand, the Rr door 14 is provided with rollers (not shown) as a well-known slide mechanism, and the roller is closed by a rail (not shown) as a well-known slide mechanism disposed on the vehicle body 10 side. Between the open position and the open position. When opening the Rr door 14 from the closed position shown in FIG. 2, first, the Rr door 14 moves diagonally rearward of the vehicle (the direction of the arrow S in FIG. 2).
[0030]
As shown in FIG. 1, a courtesy SW 19 for detecting whether or not the Fr door 12 is closed is provided on the rear end upper portion 12B of the Fr door 12.
[0031]
The controller 24 is interposed between the outside handle and the inside handle of the front side door handle 27 and the door lock devices 20 and 26. When the controller 24 is locked, the outside handle and the inside handle of the front side door handle 27 are provided. When the operation of the outside handle and the inside handle of the front side door handle 27 is operated, the door is opened when the operation of the outside handle and the inside handle of the front side door handle 27 is operated while the door is not opened even when operated. It is configured to be “valid”.
[0032]
The door lock device 20 is disposed on the rear end upper portion 12B of the Fr door 12, and the door lock device 26 is disposed on the rear end lower portion 12C of the Fr door 12.
[0033]
On the other hand, a courtesy SW 29 for detecting whether or not the Rr door 14 is closed is provided at the center 14A in the vertical direction at the rear end of the Rr door 14.
[0034]
The controller 30 is interposed between the outside handle and the inside handle of the rear side door handle 32 and the door lock device 28. When the controller 30 is in a locked state, the controller 30 controls the operation of the outside handle and the inside handle of the rear side door handle 32. The door is not opened even when operated, and is set to "invalid". In the unlocked state, the operation of the outside handle and the inside handle of the rear side door handle 32 is set to "valid" when the door is opened when operated. It is configured.
[0035]
In addition, the door lock device 28 is disposed at the vertical center 14 </ b> A at the rear end of the Rr door 14.
[0036]
Further, the controller 30 is provided with a rear door handle switch 34 (hereinafter referred to as a handle SW) that is turned on / off by operating the rear side door handle 32.
[0037]
The controller 24 of the Fr door 12 and the controller 30 of the Rr door 14 are connected to an ECU 33 provided in an instrument panel (not shown). The ECU 33 transmits signals from the courtesy switches 19 and 29 and the handle SW 34 of each door. Then, based on these signals, a closing ACT 58 and a release ACT 64 described later are operated.
[0038]
A connecting device 40 is provided at a vertical intermediate portion 12D at the rear end of the Fr door 12, and a striker 41 is provided at a vertical intermediate portion 14B at the front end of the Rr door 14. I have.
[0039]
In this structure, as described in detail below, the striker 41 reaches a predetermined position in the coupling device 40, and the latch 50 provided on the coupling device 40 is rotated by the closed ACT 58 to a predetermined closed posture. , An automatic connection state is realized, and the release operation is also automated, but at the same time, a manual operation can be performed for this release operation.
[0040]
Hereinafter, a more detailed description will be given based on the drawings.
As shown in FIG. 4, the pole 48 of the connecting device 40 is fixed to one end of the rotating shaft 46, and rotates upward and downward integrally with the rotating shaft 46. The lever 42 fixed to the other end of the rotating shaft 46 is connected to the front side door handle 27 via a link mechanism 44. Therefore, when the front side door handle 27 is operated (pulled), the rod 44A of the link mechanism 44 is pulled up (in the direction of the arrow A in FIG. 4), and the pawl 48 rotates upward.
This operation is a manual release operation.
[0041]
The latch 50 of the connecting device 40 is rotatable in the vehicle width direction about the rotation shaft 52, and the striker 41 of the Rr door 14 is rotated after having entered the connecting device 40 of the Fr door 12. Can be connected. This operation is an automatic closing operation.
[0042]
The latch 50 of the coupling device 40 is normally biased by a spring in an opening direction (a direction indicated by an arrow C in FIGS. 3 and 4), and resists this biasing force based on a separately input closing command at the time of coupling. Then, it is rotated in the connecting direction by the close ACT 58. Therefore, in the state where there is no close command, the striker is maintained in the open posture (the posture indicated by the two-dot chain line in FIG. 3) in which the striker can enter and exit.
[0043]
The pawl 48 engages with the latch 50 in a state where the latch 50 of the connecting device 40 assumes the closed position, and regulates the rotation of the latch 50 in the opening direction.
[0044]
The pawl 48 is always urged by a spring in the engaging direction (the direction opposite to the direction indicated by the arrow B in FIGS. 3 and 4), and is separately input when the connection between the latch 50 and the striker 41 is released. In accordance with the release command, the disengagement operation is performed by the release ACT 64 against the urging force. This is the automatic release action.
Accordingly, in a state where there is no release command, when the latch 50 is in the closed position (the position indicated by the solid line in FIG. 3), this position is maintained and the detachment of the striker 41 is prevented.
[0045]
The rotary shaft 52 is provided with a rotary switch 54 that is turned on / off by rotation of the latch 50.
[0046]
As shown by the solid line in FIG. 3, when the pawl 48 rotates upward (in the direction of the arrow B in FIG. 3) in a state where the latch 50 and the striker 41 are connected, the engagement between the pawl 48 and the latch 50 is released, and the solid line From the connection state (closed posture) with the striker 41 shown in FIG. 3, the vehicle rotates inward in the vehicle width direction (the direction of arrow C in FIG. 3), and rotates to the disconnected state (open posture) shown by the two-dot chain line.
[0047]
As shown in FIG. 4, an arc-shaped long hole 56 centering on the shaft 52 is formed in a lower portion 50 </ b> A of the latch 50 of the coupling device 40, and the long hole 56 has an end 60 </ b> A of the rod 60. Are engaged. The rod 60 is connected to the arm 58A of the closed ACT 58.
[0048]
The close ACT 58 operates to rotate the latch 50 in the connection direction, and operates based on a switch signal for detecting the open / close of the Fr door 12 and the Re door 14 transmitted from the ECU 33 and the like.
[0049]
The open / close detection switch signals of the Fr door 12 and the Rr door 14 are signals obtained by transmitting the signals of the courtesy switches 19 and 29 of each door to the ECU 33.
[0050]
Therefore, when the close ACT 58 is operated, the arm 58A rotates downward (in the direction of arrow D in FIG. 4) about the shaft 58B, and the rod 60 moves downward (in the direction indicated by arrow E in FIG. 4). The latch 50 of the device 40 rotates outward in the vehicle width direction (the direction opposite to the direction of the arrow C in FIG. 4), and assumes the closed position. When the attitude of the latch 50 is completely changed to the closed attitude, the rotary switch 54 is turned on, and the energization to the closed ACT 58 is stopped. The posture is maintained by the pole 48. This ACT automatically returns.
[0051]
As shown in FIG. 4, the arm 42A of the release ACT 64 is engaged with the lever 42. The release ACT 64 is configured to operate when the pawl 48 is disconnected from the latch 50, and a handle SW34 signal is transmitted to the ECU 33, and is activated by an open operation detection switch signal transmitted from the ECU 33 based on this signal. I do.
[0052]
Accordingly, when the release ACT 64 is actuated, the arm 64A rotates downward (in the direction of arrow F in FIG. 4) about the shaft 64B, and the pole 48 rotates upward (in the direction of arrow B in FIG. 4) together with the lever 42. The engagement between the latch 48 and the latch 50 is released. At the same time, the posture of the latch 50 changes from the closed posture to the open posture, so that the striker 41 can be detached.
[0053]
As shown in FIG. 2, the striker 41 is made of a round bar bent in a U-shape with an opening facing the rear of the vehicle in plan view, and an inclined portion 41A is formed at an outer corner in the vehicle width direction. Have been.
The inclined portion 41A is inclined from the vehicle front inner side to the vehicle rear outer side. When the inner peripheral portion contacts the latch 50, the latch 50 receives a force F1 of the force received by the latch 50 from the striker 41. Is guided inward in the vehicle width direction (the direction of arrow C in FIG. 2).
[0054]
The normal operation status of the striker 41 and the coupling device 40 will be briefly described as follows.
When the signals from the courtesy SW 19 of the Fr door 12 and the courtesy SW 29 of the Rr door 14 detect that both the Fr door 12 and the Rr door 14 are closed, the ECU 33 activates the close ACT 58. In this state, the striker 41 has entered the connecting device. As a result, the latch 50 arranged on the Fr door 12 and the striker 41 arranged on the Rr door 14 are connected.
[0055]
On the other hand, when the front side door handle 27 of the Fr door 12 is operated, the rod 44A of the link mechanism 44 moves in the direction of arrow A in FIG. 4, and the pole 48 rotates in the direction of arrow B in FIG. Then, the connection state between the latch 50 of the Fr door 12 and the striker 41 of the Rr door 14 is released.
[0056]
When the rear side door handle 32 of the Rr door 14 is operated, the handle SW 34 is turned on, and the ECU 33 activates the release ACT 64 based on the ON signal. For this reason, the arm 64A of the release ACT 64 rotates in the direction of arrow F in FIG. 4, and the pawl 48 rotates in the direction of arrow B in FIG. 4 together with the lever 42, and the engagement between the pawl 48 and the latch 50 is released. The connection between the latch 50 of the Fr door 12 and the striker 41 of the Rr door 14 is released.
[0057]
Therefore, in the present embodiment, an appropriate connection state between the Fr door 12 and the Rr door 14 can be realized, and at the same time, the connection state between the latch 50 and the striker 41 can be released by operating the door handle of one of the doors. Both doors can be opened manually.
[0058]
2 Electronic control unit ECU33
The configuration and operation of the ECU 33 serving as a control device for the connection device 40 will be described with reference to FIGS.
FIG. 5 is a block diagram of the ECU 33, which has a configuration similar to that of a normal electronic control device.
[0059]
As shown in the figure, the input to the ECU 33 is a switch signal input from each of the courtesy switches 19 and 29, the steering wheel SW 34, and the like, a vehicle speed pulse input for determining whether the vehicle 10 is in a running state, and the like. , Power input and the like. On the other hand, the output from the ECU 33 is an operation command to each ACT.
[0060]
To describe each component in more detail, the ECU 33 includes a microcomputer control unit (hereinafter referred to as MCU) 332 therein, and 333 is built in the MCU 332 and stores a program (execution code). A storage ROM 334 is a CPU built in the MCU 332 to execute a program (execution code) stored in the ROM, and a reference numeral 335 is a RAM stored in the MCU 332 and storing variables sequentially converted by the program. .
[0061]
Reference numeral 336 denotes an I / O that is built in the MCU 332 and performs input / output with other circuits in the ECU 33. Reference numeral 337 denotes a 5V power supply circuit that converts a power supply into a 5V power supply from outside the ECU 33, and inputs a reset signal to the MCU 332. The reset circuit outputs a reset signal from the reset circuit to the MCU 332 when pumping output from the MCU 332 is lost for a predetermined time.
[0062]
Reference numeral 338 denotes a vehicle speed pulse input circuit which converts a vehicle speed signal pulse from outside the ECU into a signal that can be input to the MCU and inputs the signal. 339 denotes a Fr door 12, an Rr door handle SW, an Fr door 14 from the outside of the ECU. This is an SW input circuit that converts the state of the detection SW and the like into a signal that can be input to the MCU and inputs the signal.
[0063]
Further, reference numeral 340 denotes a relay / FET drive circuit which turns on / off the energization of the release ACT 64 and the close ACT 58 outside the ECU by an output signal from the MCU 332, and 341 outputs an output signal from the MCU 332 to a device outside the ECU. Output circuit. Representative examples of this type of output signal include an output to an indicator for notifying an ECU abnormal state and an output for controlling another device.
[0064]
By the cooperation of the hardware-side device as described above and the program stored therein, a predetermined means for enabling the erroneous operation control described in the present application is constructed.
Hereinafter, this configuration will be described. If the configuration is expressed as a functional block diagram corresponding to FIG. 5, the configuration shown in FIG. 6 is obtained. Basic means are an initialization processing means 601, a SW / vehicle speed input processing means 602, a release ACT control processing means 603, a closed ACT control processing means 604, an erroneous operation control processing means 605, and an output means 606.
[0065]
Hereinafter, each means will be briefly described in order.
a initialization processing means 601
This means works when the ECU 33 is started, and executes processing for initializing a logical value set in the ECU 33.
Here, the logical values are a closed ACT control mode, a closed ACT output, a release ACT control mode, a release ACT output, and the like.
The closed ACT control mode can take three modes: “standby”, “output”, and “standby for erroneous operation determination”, and represents a state of the closed ACT control. "Standby" is the default setting.
The release ACT control mode can take two modes, “standby” and “output”, and represents the state of the release ACT control. "Standby" is the default setting. The closed ACT output and the release ACT output can take two modes of “output” and “none”, respectively, and “none” is an initial setting mode. “Output” corresponds to the case where an operation command for ACT described above is output.
[0066]
b SW / vehicle speed input processing means 602
This means converts information input to the MCU 332 via the vehicle speed pulse input circuit 338 into a signal form that can be used for determining the vehicle speed in the erroneous operation control processing means 605 described later. Is output and used for processing in the erroneous operation control processing means 605. Similarly, the SW signal is processed.
[0067]
c Release ACT control processing means 603
The processing in this means will be described in detail with reference to the flow shown in FIG. 8, in which the release ACT control mode and the release ACT output are set according to the state of the vehicle.
[0068]
d Close ACT control processing means 604
The processing in this means is described in detail with reference to the flow shown in FIG. 9, and sets a closed ACT control mode and a closed ACT output in accordance with the state of the vehicle. In the processing in this means, it is determined whether or not erroneous operation control determination is necessary.
[0069]
e erroneous operation control processing means 605
The processing by this means determines whether or not the latch 50 is erroneously determined to be in the closed position in accordance with the SW signal while the latch 50 is in the closed position. This is a means for executing the determination to determine whether to maintain the “error operation determination standby” for maintaining the erroneous operation control or to terminate the erroneous operation control.
[0070]
In this erroneous operation control, in steps 8-3 and 8-4 shown in FIG. 8, the closed ACT control mode is in the "erroneous operation determination standby" mode (this mode is a state where the erroneous operation control is being executed as described later). If any of the courtesy switches 19, 29 for the Fr door 12, Rr door 14 is opened, a release control output is generated (steps 8-6, 7, 8) and an output command is issued (FIG. 8). 7 step 7-5).
This is the actual control operation when it is determined in the erroneous operation control that the closing posture of the latch 40 is not appropriate.
[0071]
Hereinafter, the processing flow will be described with reference to FIGS.
f-1 Overall Processing Flow by ECU 33
When power is supplied, the MCU 332 starts operation by the reset circuit.
[0072]
In the initialization processing in step 7-1, initialization of the MCU 332 and initialization of internal variables are executed. This processing is executed by the initialization processing means 601.
[0073]
In the SW / vehicle speed input processing of step 7-2, the state of the front door handle SW, the rear door handle SW, the opening / closing detection SW of the Fr door 12, the Rr door 14, and the like are captured, and the vehicle speed pulse is counted. Determine logical values and vehicle speed data. This processing is executed by the SW / vehicle speed input processing means 601 described above.
[0074]
In the release ACT control process in step 7-3, the release ACT operation is determined based on each SW logic value and vehicle speed data determined in the SW / vehicle speed input process in step 7-2. This processing is executed by the release ACT control processing means 603.
[0075]
In the close ACT control processing in step 7-4, the close ACT operation is determined based on the respective SW logic values and the vehicle speed data determined in the SW / vehicle speed input processing in 7-2. This processing is executed by the closed ACT control processing means 604. During this process, an erroneous operation control determination process is accompanied.
[0076]
In the output process of step 7-5, the energization of each ACT is controlled via the relay / FET drive circuit 340 in accordance with each ACT operation determined in the release ACT control process in 7-3 and the closed ACT control process in 7-4. . This processing is executed by the output unit 606.
[0077]
Here, the processing shown in steps 7-2 to 7-5 is processing that is repeated approximately every 2.5 ms, and in this cycle, the obtained setting output is output to the ACT side.
[0078]
f-2 Release ACT control processing
FIG. 8 shows details of the release ACT control processing flow.
In step 8-1, the current release ACT control mode is determined, and the process branches to processing in each mode. If the release control mode is “standby”, step 8-2 is executed, and if “release”, 8-7 is executed.
In step 8-2, a change in the logical value of the rear door handle SW (whether there is a change from OFF to ON) is determined. If the change is "present", step 8-6 is executed, and if the change is "no", step 8-3 is executed.
In step 8-3, it is determined whether or not the closed ACT control mode is “standby for erroneous operation determination”. If "true", step 8-4 is executed, and if "false", step 8-5 is executed.
Here, in the case of "true", erroneous operation control is being executed. If the SW opening operation shown in step 8-4 occurs during this execution, the release operation is executed based on the determination that the operation is due to erroneous operation. Then, the process proceeds to steps 8-6, 7, and 8.
[0079]
That is, in step 8-4, it is determined whether the logical value of the front door open / closed detection SW is “open” or the logical value of the rear door open / closed detection SW is “open”. If “true”, it is determined that the open / closed state detection SW is erroneously operated, and step 8-6 is executed. In the case of "false", it is determined that there is no erroneous operation, and step 8-5 is executed.
[0080]
In step 8-5, the release ACT control mode is set to "standby", and the release ACT output is set to "none". This does not activate the release ACT.
In step 8-6, the release ACT control timer is cleared and time measurement is newly started.
In step 8-7, the release ACT control mode is set to “output” and the release ACT output is set to “present”. As a result, the release ACT is activated.
In step 8-8, it is determined whether the release ACT control timer value has exceeded the ACT output (energization) time. If it exceeds, the ACT operation is terminated and step 8-5 is executed. If it does not exceed the ACT operation, the ACT operation is continued and sent to the following processing.
These three steps are processing for maintaining the operation of the release ACT 64 for a predetermined time. The energization time is set to 100 to 300 ms.
As described above, the release ACT control process is completed.
[0081]
f-3 Close ACT control processing
FIG. 9 shows the flow of this processing.
In step 9-1, the current closed ACT control mode is determined, and the process branches to processing in each mode. If the close control mode is “standby”, step 9-2 is executed, if “closed” is “output”, step 9-7 is executed, and if “close operation mode is standby”, step 9-9 is executed. In the present application, since the erroneous operation control is the main one, the processing after step 9-9 is the main point.
[0082]
In steps 9-2, 3, and 4, the conditions for starting the closed ACT operation are determined.
In step 9-2, it is determined whether the Fr door open / close detection switch is closed and the Rr door open / close detection switch has changed from open to closed. If “true”, step 9-6 is executed as the start condition is satisfied, and if “false”, step 9-3 is executed.
In step 9-3, it is determined that the Fr door open / close detection switch changes from open to closed and the Rr door open / close detection SW is closed. If "true", 9-6 is executed as the start condition is satisfied, and if "false", 9-4 is executed.
In step 9-4, it is determined whether the Fr door open / close detection switch has changed from open to closed and the Rr door open / close detection switch has changed from open to closed. If “true”, 9-6 is executed as the start condition is satisfied, and if “false”, 9-5 is executed.
Through these steps, it has been determined whether or not the operation by the close ACT 58 is necessary, and a close operation command is created in step 9-6 and the like.
[0083]
In step 9-5, the closed ACT control mode is set to "standby", and the closed ACT output is set to "none". Thereby, the setting is made such that the closed ACT is not activated.
[0084]
In step 9-6, the closed ACT control timer is cleared, and time measurement is newly started.
In step 9-7, the closed ACT control mode is set to "output" and the closed ACT output is set to "present". Thereby, the setting is made to activate the closed ACT.
At step 9-8, it is determined whether the timer value for the closed ACT control has exceeded the ACT output (energization) time. If it exceeds, the ACT operation is terminated and step 9-9 is executed. If it does not exceed, the ACT operation is continued and the closed ACT control process is terminated.
These three steps are processing for maintaining the operation of the close ACT 58 for a predetermined time. The energization time is set to 300 to 600 ms.
[0085]
The processing when the erroneous operation control is executed follows the following flow.
In step 9-9, the timer for the closed ACT control is cleared, and time measurement is newly started. This time is a time for executing the erroneous operation control of the present application after the closing operation, and is set to 3000 to 5000 ms.
In step 9-10, the following door open / closed state detection SW erroneous operation control processing is performed.
[0086]
f-4 Door open / closed state detection SW erroneous operation control processing
FIG. 10 shows a door open / closed state detection SW erroneous operation control processing flow.
In Steps 10-1, 2, 3, and 4, a predetermined processing end condition is determined. Here, terminating the process means that it is not necessary to perform erroneous operation control, that is, to return to a state in which operation control for ACT can be performed in a normal state.
[0087]
If it is determined in step 10-1 that the release ACT output is set to "present", including the one caused by the erroneous operation of the door open / closed state detection switch, the process is terminated and step 10-6 is ended. Execute 10-2.
In this situation, the release ACT output is “present”, and as a result, the pawl 48 rotates to the disengagement side, and the inconvenience that the latch 50 contacts the striker 41 does not occur. That's why.
[0088]
In step 10-2, it is determined whether the front door handle SW has changed from OFF to ON. If the change is “present”, the process is terminated by the Fr door opening operation, and step 10-6 is performed. Execute 10-3.
Also in this case, since the operation of opening the Fr door side is being performed, the problem of the present application does not occur.
[0089]
In step 10-3, a speed of 5 km / h or more is determined based on the vehicle speed data determined in step 7-2. If "true", the process is terminated while the vehicle is traveling, and if "false", the process is completed. Step 10-5 is executed as continuation.
When the vehicle speed data is 5 km / h or more, the vehicle is considered to be in a running state. In the running state, the side door is usually closed, so that erroneous operation control is not required.
[0090]
In step 10-4, it is determined whether or not the close control timer value has exceeded the erroneous operation determination standby time. If it has exceeded, step 10-6 is executed as the end of the erroneous operation determination, and if not, step 10-5 is executed as the continuation of "standby for erroneous operation determination".
[0091]
In step 10-5, the closed ACT control mode is set to "error operation determination standby", and the craze ACT output is set to "none". Thus, the mode in which the erroneous operation determination is continued is maintained.
[0092]
On the other hand, in step 10-6, the closed ACT control control mode is set to "standby", and the closed ACT output is set to "none".
This corresponds to a state in which it is not necessary to determine an erroneous operation.
[0093]
【The invention's effect】
In the configuration of the present application, even when the connection device that connects the Fr door and the Rr door is closed by operating the door open / close detection SW with the luggage or a part of the body unconsciously in the state where the door is opened. And detecting that the door open / closed state detection switch changes to the door open state within a predetermined time, and releases the connecting device.
This makes it possible to release the unintentionally closed state of the connecting device, thereby preventing damage due to interference between the connecting device and the striker or the door even when the door is closed.
If the normal door closing operation, the door opening operation, and the door closing operation are performed within the determination time of the door open / closed state detection SW erroneous operation control, the door open / closed state detection SW erroneous operation control by the first door operation is performed. By ending by the door closing operation, the lock can be normally closed by the second door closing operation.
[Brief description of the drawings]
FIG. 1 is a schematic side view showing a vehicle to which a door structure of a center pillarless vehicle according to an embodiment of the present invention is applied.
FIG. 2 is an enlarged plan sectional view of a connecting mechanism in a connected state.
FIG. 3 is an explanatory view of a connection state and a connection release state of a latch and a striker provided in the connection device.
FIG. 4 is a perspective view showing a main part of the coupling device, as viewed obliquely from the front outside of the vehicle body;
FIG. 5 is an explanatory diagram of a hardware configuration of an ECU.
FIG. 6 is a functional block diagram of an ECU.
FIG. 7 is a diagram showing a control command generation and output routine for the coupling device;
FIG. 8 is a diagram showing a release ACT control routine executed by a release ACT control command generation means;
FIG. 9 is a diagram showing a routine of a closed ACT control executed by a closed ACT control command generating means;
FIG. 10 is a diagram showing a main routine of erroneous operation control executed by erroneous operation control processing means;
FIG. 11 is a plan view showing a hinge mechanism of a front side door in a conventional center pillar-less vehicle coupling mechanism.
[Explanation of symbols]
10 vehicles
12 Fr door
14 Rr door
19 Courtesy SW (door open / close detection SW)
29 courtesy SW (door open / close detection SW)
33 ECU (control device)
34 Handle SW
40 Connecting device
41 striker
48 pole
50 Latch
50 Close ACT
64 Release ACT
603 Release ACT control processing means
604 Close ACT control processing means
605 Erroneous operation control processing means
606 Output means

Claims (6)

A center pillarless vehicle is provided with a front side door and a rear side door, a striker is provided on one of the rear side door and the front side door, and the striker enters the other door, and the striker A door structure in which a coupling device capable of preventing detachment is provided, and in a coupling state in which the striker is coupled to the coupling device, relative movement between the front side door and the rear side door is prevented,
Based on the input signal of the open / closed detection switch between the front side door and the rear side door, the connecting device is set to a closed position in which the connecting device prevents the striker from coming off, and the striker is detachable and the striker enters the connecting device. Equipped with a control device for controlling the posture change between possible open postures,
In the state where the connecting device takes the closed position, the validity of maintaining the closed position after changing the position to the closed position is determined, and when it is determined that the maintaining of the closed position is not appropriate, the connecting device is opened. Door structure to execute erroneous operation control. 2. The door structure according to claim 1, wherein the erroneous operation control is ended when a door opening operation command for the rear side door is issued within a predetermined time from a point in time when the connecting device changes the posture from the open posture to the closed posture. 3. The erroneous operation control according to claim 1, wherein when a door opening operation command for the front side door is issued within a predetermined time from a point in time when the connecting device changes the posture from the open posture to the closed posture, the erroneous operation control is ended. Door structure. The erroneous operation control is terminated when it is determined that the vehicle is running within a predetermined time from the time when the connecting device changes the posture from the open posture to the closed posture within a predetermined time. The described door structure. From the point in time when the connecting device changes the position from the open position to the closed position, no door open operation command is issued to the rear side door, no door open operation command is issued to the front side door, and the vehicle travels. The door structure according to any one of claims 1 to 4, wherein the state not determined to be middle is maintained, and the erroneous operation control is terminated when a predetermined time has elapsed. The open / close detection switch is one of a courtesy switch of a front side door and a courtesy switch of a rear side door, and is closed when any one of the switches is turned on in an erroneous operation determination standby mode for executing the erroneous operation control. The door structure according to any one of claims 1 to 5, wherein it is determined that maintaining the posture is not appropriate.

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