JP2005273142A - Sliding speed controlling method of vehicle sliding door - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a sliding speed controlling method of a vehicle sliding door capable of smoothly moving the sliding door 11 at a stabilized speed by controlling discrepancy in a door speed of the sliding door 11 and a motor speed occurring in the case a motor is accelerated. <P>SOLUTION: The sliding speed controlling method of the vehicle sliding door is so constituted that a revolution speed of a wire drum measured by a drum sensor 137 is at least a predetermined level during the initial acceleration of the motor 24 up to the reference speed set in advance by making the motor 24 start, difference between the revolution speed of the wire drum 30 and the revolution speed of the motor 24 measured by a motor speed sensor 138 is at least the predetermined level, the revolution speed of the motor 24 is once reduced by regarding the acceleration of the wire drum 30 as an unusual acceleration of the sliding door 11 when it is at least the predetermined level and then that the motor 24 is again slowly accelerated in comparison with the initial acceleration to the reference speed. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a speed control method for a vehicle slide door that is slid by a power slide device.

Conventionally, having a motor, a wire drum that winds and feeds a wire cable when rotated by the motor power, and a clutch mechanism provided between the motor and the wire drum, the wire drum is rotated. Various types of power slide devices that slide the vehicle slide door in the door opening direction or the door closing direction have been proposed.
The sliding speed of the door that is slid by the power slide device is feedback controlled so as to become a preset reference speed. When the reference speed is “100”, the sliding speed is “80”, and the door is accelerated. If the slide speed is “120” when the speed is “100”, the speed is reduced.

In the conventional feedback control, either “motor speed” obtained from the rotational speed of the motor or “drum speed” obtained from the rotational speed of the wire drum is used as the sliding speed of the sliding door.
The motor speed and the drum speed do not always match the actual speed of the sliding door (hereinafter referred to as the door speed). The drum speed seems to coincide with the door speed, but the sliding speed can move independently with respect to the wire drum due to the slack of the wire cable or the tension mechanism of the wire cable. It is faster or slower than the drum speed. Further, since the motor moves the slide door via the wire drum, the door speed of the slide door varies faster or slower than the motor speed for the same reason. Further, since a clutch mechanism is interposed between the motor and the wire drum, the difference between the motor speed and the door speed is further increased depending on the amount of backlash of the clutch mechanism. Hereinafter, a factor that causes a difference between the motor speed, the drum speed, and the door speed is simply referred to as “connected play”.

  FIG. 22 shows the results of measuring the motor speed and the door speed of the sliding door when the sliding door is opened by feedback control using the motor speed when the vehicle is in the forward ascending state. First, when the motor is accelerated toward the reference speed, the door speed also increases, but at this time, the door speed exceeds the motor speed. This means that since the vehicle is in the front-up state, an external force in the acceleration direction acts on the slide door, and the slide door is accelerated ahead by the connecting backlash.

  When the motor speed reaches the reference speed, the motor speed is kept constant according to the reference speed, but the sliding door is still continuously accelerated by the amount corresponding to the connected play, and then the connected play is absorbed. It turns to deceleration by the brake effect by the motor. At the same time, the motor speed increases by being pulled by the sliding door due to the absorption of the connecting play. When this increase in motor speed is detected, the motor speed is decelerated by feedback control, but there is also a speed difference due to connected play, and the acceleration / deceleration of the motor speed is repeated. As a result, the door speed is It appears as a repetition of large mountains and valleys.

  Such repeated peaks and valleys with a large door speed increase as the speed difference between the door speed and the motor speed that occurs when the motor speed is accelerated toward the reference speed increases and continues. Is done. In other words, in the situation where an external force acting in the deceleration direction acts on the sliding door, such as when the door is opened in the forward-downward state of the vehicle, the door speed is not accelerated by the connecting backlash, so the fluctuation in the door speed can be ignored. The sliding door can be moved smoothly and at a stable speed.

  Therefore, an object of the present invention is to suppress the deviation between the door speed and the motor speed that occurs when the motor is accelerated, so that the slide door can be smoothly moved at a stable speed. 24, a wire drum 30 that moves the sliding door 11 that is slidably attached to the vehicle body 10 when rotated, and a clutch mechanism 31 provided between the motor 24 and the wire drum 30. And a sliding speed control method for a vehicle sliding door in a power sliding device comprising: a drum speed sensor 137 for detecting the rotational speed of the wire drum 30; and a motor speed sensor 138 for detecting the rotational speed of the motor 24. The motor 24 is started and the motor 24 is initially added to a preset reference speed. During the operation, the rotational speed of the wire drum 30 measured by the drum speed sensor 137 is not less than a predetermined value, and the rotational speed of the wire drum 30 and the rotational speed of the motor 24 measured by the motor speed sensor 138 If the difference between the two is greater than or equal to a predetermined value, it is considered that the sliding door 11 is abnormally accelerated, and the rotational speed of the motor 24 is once reduced, and then the motor 24 is accelerated again toward the reference speed. This is a slide speed control method.

  In the present invention, when the slide door 11 is slid by the power unit 20, the abnormal acceleration of the slide door 11 is detected by using the drum speed and the motor speed in the initial section from the start to the acceleration end. At that time, the control unit 136 stabilizes the sliding speed of the sliding door 11 by reducing the rotational speed of the motor 24, and then accelerates the motor 24 again toward the reference speed (preferably slow acceleration). The difference between the motor speed at the end of the section and the door speed of the slide door 11 can be remarkably reduced as compared with the prior art, thereby reducing the difference between the door speed and the motor speed due to the influence of the connecting backlash. In comparison, the sliding door can be smoothly moved at a stable speed.

  An embodiment of the present invention will be described with reference to the drawings. Reference numeral 10 denotes a vehicle body, and 11 a slide door slidably attached to the vehicle body 10, and slides between a closed position and an open position that close the door opening 12 of the vehicle body 10. Moving.

  An upper rail 13 is fixed to the vehicle body 10 near the upper portion of the door opening 12, a lower rail 14 is fixed to the vehicle body 10 near the lower portion of the door opening 12, and a center rail 16 is attached to the quarter panel 15 on the rear side surface of the vehicle body 10. Is fixed. The slide door 11 includes an upper bracket 17 slidably engaged with the upper rail 13, a lower bracket 18 slidably engaged with the lower rail 14, and a center bracket 19 slidably engaged with the center rail 16. Provided. Each bracket 17, 18, 19 is preferably pivotally fixed to the slide door 11, and the slide door 11 is slidable in the door opening direction and the door closing direction with respect to the vehicle body 10 by the engagement between the bracket and the rail. Mounted on.

  The power unit 20 of the power slide device according to the present invention is arranged in the interior space 50 (FIG. 2) of the slide door 11 and in the indoor space of the quarter panel 15 as shown in FIGS. However, it is not related to the gist of the present invention.

  As shown in FIGS. 5 to 7, the power unit 20 is provided with a wire drum 30 for pulling and pulling the wire cable. The wire drum 30 includes two wire cables, that is, a door opening cable 21 ′. The proximal end side of the closing cable 21 "is connected. When the wire drum 30 rotates in the opening direction, the opening cable 21 'is wound up and the closing cable 21" is pulled out, and the wire drum 30 is closed. , The door opening cable 21 'is drawn out, and the door closing cable 21 "is wound up.

  As shown in FIGS. 2 and 3, the door opening cable 21 ′ is located on the vehicle body side (lower bracket 18 side) outside the slide door 11 from the lower position on the front side of the slide door 11, that is, in the vicinity of the lower bracket 18. It is pulled out toward. The opening cable 21 ′ pulled out from the slide door 11 passes through the pulley (not shown) of the lower bracket 18 and then extends rearward in the lower rail 14 to the rear end of the lower rail 14 or the vehicle body 10 in the vicinity thereof. Fixed. Accordingly, when the opening cable 21 ′ is wound in the closed state, the sliding door 11 slides backward (in the opening direction) via the lower bracket 18.

  The closing cable 21 ″ is drawn from the upper and lower central portions on the rear side of the slide door 11, that is, from the position in the vicinity of the center bracket 19 to the outside of the slide door 11 toward the vehicle body side (center bracket 19 side). The closing cable 21 ″ drawn out from the slide door 11 passes through a pulley (not shown) of the center bracket 19 and is then fixed to the vehicle body 10 at or near the front end of the center rail 16. Thus, when the door closing cable 21 ″ is wound in the open state, the slide door 11 slides forward (in the door closing direction) via the center bracket 19.

  When the power unit 20 is arranged in the indoor space of the quarter panel 15, the other end side of the door opening cable 21 ′ is a front side that is axially fixed to the front portion of the center rail 16 as shown in FIG. 4. It connects with the center bracket 19 of the slide door 11 via the pulley 22, Similarly, the other end side of the cable 21 "for closing doors is center bracket via the rear pulley 23 pivotally fixed to the rear part of the center rail 16. 19 is connected.

  FIG. 8 shows a tension mechanism 100 that maintains the tension of the wire cable 30 at an appropriate pressure, and is preferably provided in the power unit 20. A pair of tension rollers 102 and 103 with which the cables 21 ′ and 21 ″ abut are provided in the case 101 of the tension mechanism 100. The tension rollers 102 and 103 are fixed by tension shafts 104 and 105, and the tension spring 106 Energized to approach each other with elasticity.

  5 and 6, a cylindrical worm 25 is attached to the output shaft of the motor 24 of the power unit 20, and a worm wheel 26 is engaged with the cylindrical worm 25. The worm wheel 26 is fixed in the housing 29 of the power unit 20 by a support shaft 28, and the wire drum 30 is also fixed to the support shaft 28. A clutch mechanism 31 is provided between the worm wheel 26 and the wire drum 30. When the clutch mechanism 31 is turned on, the rotation of the worm wheel 26 is transmitted to the wire drum 30, and when the clutch mechanism 31 is turned off, the wire drum 30 is moved to the worm wheel 26. Will be free. Therefore, in FIG. 5, when the clutch mechanism 31 is turned on while the worm wheel 26 is rotating clockwise by the normal rotation of the motor 24, the wire drum 30 is also rotated clockwise and the opening cable 21 'is pulled out. If the clutch mechanism 31 is turned on while the worm wheel 26 is rotating counterclockwise by the reverse rotation of the motor 24, the wire drum 30 is also rotated counterclockwise and opened. The door cable 21 'is wound up and the door closing cable 21 "is pulled out.

  The clutch mechanism 31 is not directly related to the gist of the present invention, and any clutch mechanism can be used. However, in the present invention, the clutch mechanism described in detail in Japanese Patent Application No. 2003-400122 is used. Adopted. The clutch mechanism 31 is a clutch provided with an electromagnetic coil unit 60 that is turned on / off by electric control. Generally, the clutch mechanism 31 is in a connected state when the electromagnetic coil unit 60 is turned on, and is in a disconnected state when turned off. As will be described later, the clutch coupling state (brake clutch coupling state) can be maintained even when the electromagnetic coil unit 60 is off. The electromagnetic coil part 60 is a cylindrical shape arranged around the support shaft 28, the electromagnetic coil part 60 is fixed to the housing 29, and the support shaft 28 is rotatable with respect to the electromagnetic coil part 60. The worm wheel 26 is rotatably supported on the outer periphery of the electromagnetic coil unit 60. In FIG. 6, an annular armature 61 is disposed close to the left side of the electromagnetic coil section 60, and the armature 61 is rotatably supported by the support shaft 28 and is movable in the axial direction thereof. The armature 61 is urged to the left so as to be separated from the electromagnetic coil portion 60 by the weak elasticity of the brake release spring 62 and is in contact with the step portion of the support shaft 28. When the electromagnetic coil unit 60 is turned on, the right surface of the armature 61 is attracted by the magnetic force of the electromagnetic coil unit 60 against the elasticity of the brake release spring 62 and closely contacts the left surface of the electromagnetic coil unit 60. The frictional resistance generated by this close contact becomes a brake resistance necessary for clutch engagement.

  A cam body 63 (FIG. 9) is fixed to the left surface of the armature 61. The armature 61 and the cam body 63 move integrally, and may be integrally formed. As shown in FIG. 9, the cam surface 64 of the cam body 63 has regularity provided with a top portion 64 </ b> A that swells to the left in the axial direction of the support shaft 28, a bottom portion 64 </ b> B formed by a notch, and an inclined surface 64 </ b> C that connects them. It is an annular uneven surface. The slope 64C is a two-stage slope having a clutch holding surface 64D on the middle, and the middle clutch holding surface 64D has a function of maintaining the clutch mechanism 31 in the brake clutch connected state when the electromagnetic coil unit 60 is off. FIG. 11 shows the detailed shape of the cam surface 64, the inclined surface 64C is preferably an inclined surface of about 30 degrees with respect to the axis X of the support shaft 28, and the clutch holding surface 64D is relative to the axis X. Although it may be an orthogonal flat surface, it is preferably formed on a receding surface of about 10 degrees.

  In FIG. 6, a moving gear body 65 (FIG. 10) is provided on the left side of the cam body 63. The moving gear body 65 is rotatably supported by the support shaft 28 and is axially fixed so as to be movable in its axial direction, and a plurality of leg portions 66 extending toward the right worm wheel 26 are formed on the outer periphery thereof. Yes. As shown in FIGS. 6 and 12, the right end of the leg 66 is engaged with the engagement groove 67 of the worm wheel 26 so that the moving gear body 65 rotates in conjunction with the rotation of the worm wheel 26. It has become. The leg 66 is slidable in the axial direction of the support shaft 28 with respect to the engagement groove 67, but the engagement between the leg 66 and the engagement groove 67 is possible even when the movable gear body 65 moves to the left at the maximum. Therefore, the moving gear body 65 and the worm wheel 26 always rotate integrally. Further, as shown in FIG. 13, a gap Y in the rotation direction is formed between the leg 66 and the engagement groove 67, and the leg 66 (moving gear body 65) is engaged with the engagement groove 67 (worm wheel 26). Is set so that it can rotate freely by about 6 degrees. On the left surface of the moving gear body 65, a moving annular gear portion 68 centering on the support shaft 28 is provided.

  A fixed gear body 69 is disposed on the left side of the moving gear body 65, and a clutch release spring 70 that presses the moving gear body 65 to the right is provided between the moving gear body 65 and the fixed gear body 69. . The left surface of the fixed gear body 69 is fixed to the wire drum 30, and both rotate integrally. The wire drum 30 is fixed to the left end of the support shaft 28 so as to rotate integrally with the support shaft 28. A fixed annular gear portion 71 is provided on the right surface of the fixed gear body 69. When the movable gear body 65 slides to the left with respect to the support shaft 28 against the elasticity of the clutch release spring 70, the movable annular gear portion 68 is It meshes with the fixed annular gear portion 71. The state in which the gear portion 68 and the gear portion 71 mesh with each other is the normal clutch engagement state of the clutch mechanism 31, and the rotation of the worm wheel 26 is transmitted to the wire drum 30. On the other hand, when the moving gear body 65 slides to the right with respect to the support shaft 28 by the elasticity of the clutch release spring 70, the moving annular gear portion 68 is disengaged from the fixed annular gear portion 71 and the clutch is disengaged. Is not transmitted to the wire drum 30.

  As shown in FIG. 10, the moving gear body 65 is slid leftward against the elastic force of the clutch release spring 70 in cooperation with the cam surface 64 of the cam body 63. Is formed. The cam surface 72 is a regular annular concavo-convex surface having a top portion 72A that swells to the right in the axial direction of the support shaft 28, a bottom portion 72B, and a slope 72C that connects them. The cam surface 72 has a substantially symmetrical structure with respect to the cam surface 64, but in this embodiment, no clutch holding surface is provided. However, if the clutch holding surface is formed on either the cam surface 64 or the cam surface 72, the desired effect can be obtained.

  When the moving gear body 65 is slid rightward by the elasticity of the clutch release spring 70, the top portion 72A of the cam surface 72 is normally aligned with the bottom portion 64B of the cam surface 64 as shown in FIGS. The part 68 is detached from the fixed annular gear part 71 and is in a clutch disengaged state. In this clutch disengaged state, when the electromagnetic coil unit 60 is turned on, the right surface of the armature 61 resists the elasticity of the brake release spring 62 and is attracted to the left surface (friction surface) of the electromagnetic coil unit 60 by a magnetic force. In addition, a brake resistance is applied to the cam body 63. Next, when the moving gear body 65 (cam surface 72) is rotated by the power of the motor 24, the cam body 63 is in a state in which the rotation is restricted by the brake resistance. The cam surface 72 and the cam surface 64 of the cam body 63 are out of phase, and the moving gear body 65 is pushed to the left against the elasticity of the clutch release spring 70, and as shown in FIG. Meshes with the fixed annular gear portion 71 and is normally engaged with the clutch.

  16 and 17, when both the motor 24 and the electromagnetic coil unit 60 are turned off, the armature 61 and the cam body 63 are released from the brake resistance. Then, the moving gear body 65 moves to the right while rotating the cam body 63 in the escape direction (downward in FIG. 16) due to the elasticity of the clutch release spring 70, and the moving gear body 65 meshes with the fixed gear body 69. Before the state is removed, as shown in FIGS. 18 and 19, the top portion 72 </ b> A of the moving gear body 65 abuts on the clutch holding surface 64 </ b> D of the cam body 63, whereby the moving gear body 65 can rotate the cam body 63. It will not be possible, and movement to the right will be restricted. For this reason, even if the electromagnetic coil part 60 is an OFF state, the meshing of the moving gear body 65 and the fixed gear body 69 is maintained, and the clutch mechanism 31 is in the brake clutch connected state.

  18 and 19, the moving gear body 65, the armature 61, and the cam body 63 are maintained in a state of rotating integrally by the resistance caused by the contact between the top portion 72A and the clutch holding surface 64D. . Accordingly, even if the fixed gear body 69 is rotated upward in order to move the moving gear body 65 upward in FIG. 19, the armature 61 and the cam body 63 also move up in conjunction with each other. Is not released. Note that the frictional force between the top 72A and the clutch holding surface 64D required to keep the moving gear body 65 and the cam body 63 in one piece is that the clutch holding surface 64D is against the axis X of the support shaft 28. Even if it is an orthogonal flat surface, it can be ensured, but if the clutch holding surface 64D is a retreating surface of about 10 degrees, good friction can be obtained.

  The abutment between the top portion 72A and the clutch holding surface 64D is achieved by turning on the electromagnetic coil portion 60 after the electromagnetic coil portion 60 is turned on, as will be described later. It can be canceled by moving upward in FIGS. The rotation angle of the moving gear body 65 required at this time is about 5 degrees, and the free rotation angle of the moving gear body 65 obtained by the gap Y formed between the leg 66 and the engagement groove 67 ( Is set smaller than about 6 degrees).

  The housing 29 includes a metal base plate 120, a metal or resin cover plate 121, and a resin housing body 122 between the plate 120 and the plate 121. A first space 123 is formed, and a second space 124 is formed between the cover plate 121 and the body 122. In the first space 123, the wire drum 30 and the clutch mechanism 31 are accommodated.

  As shown in FIGS. 6 and 7, one end of the support shaft 28 penetrates the housing body 122 and protrudes into the second space 124, and a large-diameter gear 125 is fixed to the protruding end. The small-diameter gear 127 of the drum rotating body 126 is meshed with the large-diameter gear 125. The drum rotating body 126 is fixed in the second space 124 by a shaft 128 parallel to the support shaft 28. When the support shaft 28 is rotated by the rotation of the wire drum 30, the drum rotating body 126 rotates in conjunction therewith.

  As shown in FIG. 6, a parallel gear 129 is meshed with the worm wheel 26. The parallel gear 129 is disposed on the same plane as the worm wheel 26 in the first space 123. The shaft 130 of the parallel gear 129 is parallel to the support shaft 28, and one end of the parallel gear 129 passes through the housing body 122 and protrudes into the second space 124, and the motor rotating body 131 is fixed to the protruding end. The motor rotating body 131 rotates in conjunction with the motor 24 via the worm wheel 26.

  The drum rotating body 126 and the motor rotating body 131 are respectively provided with a drum rotating element 132 and a motor rotating element 133 made of a magnetic body or the like.

  A control unit 134 is attached to the outside of the cover plate 121. The control board 135 of the control unit 134 is provided with a control unit 136, a drum speed sensor 137 that detects the rotation speed of the wire drum 30 in cooperation with the drum rotation element 132, and a motor in cooperation with the motor rotation element 133. A motor speed sensor 138 for detecting 24 rotational speeds is provided. The sensors 137 and 138 are preferably Hall ICs so that the rotating elements 132 and 133 can be detected through windows 139 and 140 formed in the cover plate 135. Further, if the sensors 137 and 138 themselves that protrude with respect to the control board 135 are arranged in the windows 139 and 140, the control board 135 can be easily accommodated, and the distance between the sensors 137 and 138 and the rotating elements 132 and 133 can be shortened.

(Action of clutch)
The operation of the clutch mechanism 31 will be described. In a state where the electromagnetic coil unit 60 is off, no substantial frictional resistance is generated between the armature 61 and the electromagnetic coil unit 60. In this state, when the cylindrical worm 25 is rotated by the normal rotation of the motor 24, the worm wheel 26 rotates clockwise in FIG. 5, and the moving gear body 65 also rotates clockwise by the engagement between the leg 66 and the engagement groove 67. To do. At this time, the moving gear body 65 is moved rightward by the elasticity of the clutch release spring 70, and the moving gear portion 68 of the moving gear body 65 is fixed to the fixed gear portion 71 of the fixed gear body 69 as shown in FIGS. 14 and the cam surface 72 of the moving gear body 65 is in contact with the cam surface 64 of the cam body 63 so as to be close to each other as shown in FIG. Therefore, when the motor 24 is rotated forward in this state, the moving gear body 65, the cam body 63, and the armature 61 integrated with the cam body 63 rotate together, and the moving gear body 65 becomes the fixed gear body 69. Do not move towards.

  When the electromagnetic coil unit 60 is turned on in the above state (FIGS. 14 and 15), the armature 61 is attracted to the electromagnetic coil unit 60 by the generated magnetic force against the elasticity of the brake release spring 62, and the electromagnetic coil unit 60 and the armature 61. A predetermined brake resistance is generated between the armature 61 and the cam body 63, thereby restricting the rotation of the armature 61 and the cam body 63. The moving gear body 65 rotates relative to the cam body 63 about the support shaft 28. To do. Then, the cam surface 72 and the cam surface 64 are out of phase as shown in FIG. 16, and the moving gear body 65 is pushed out toward the fixed gear body 69 against the elasticity of the clutch release spring 70, as shown in FIG. In addition, the moving annular gear portion 68 of the moving gear body 65 is engaged with the fixed gear portion 71 of the fixed gear body 69 to be in the normal clutch engaged state. As a result, the rotation of the motor 24 is transmitted to the wire drum 30 via the fixed gear body 69, the door closing cable 21 "is wound up, and the slide door 11 moves in the door closing direction. The armature 61 and the cam body 63 also rotate with the moving gear body 65.

  When the motor 24 and the electromagnetic coil section 60 are turned off while the sliding door 11 is moving in the closing direction, the moving gear body 65 engaged with the worm wheel 26 stops rotating, and the armature 61 and the cam body are stopped. 63 is released from the brake resistance, and the moving gear body 65 is returned to the right while rotating the cam body 63 in the escape direction (downward in FIGS. 16 and 17) by the elasticity of the clutch release spring 70. Then, before the moving gear body 65 is disengaged from the fixed gear body 69, the top portion 72A of the moving gear body 65 abuts on the clutch holding surface 64D of the cam body 63 as shown in FIGS. As a result, the moving gear body 65 cannot rotate the cam body 63 and the rightward movement is also restricted. For this reason, even if the electromagnetic coil unit 60 is in an off state, the brake clutch connected state in which the moving gear body 65 meshes with the fixed gear body 69 is maintained. In such a brake clutch connected state, the slide door 11 is directly connected to the speed reduction mechanism on the motor 24 side, and thus is substantially kept stationary. Therefore, if the user intentionally turns off the motor 24 and the electromagnetic coil unit 60, the slide door 11 can be held at a desired intermediate opening position. In addition, when this halfway stop is performed by automatic control by the control unit 136, the state in which the slide door 11 is opened about half by automatic operation can be easily stopped and held.

  When the sliding door 11 is moved to the closing position by the normal closing control by the control unit 136 (at this time, the clutch mechanism 31 is in the normal clutch engagement state of FIGS. 16 and 17), the motor 24 is reversed by a predetermined time (predetermined amount). Let Then, since the electromagnetic coil unit 60 is kept on, the armature 61 and the cam body 63 remain, and the moving gear body 65 moves upward in FIG. 17 by a predetermined amount. As shown in FIGS. The top 72A of the body 65 moves above the clutch holding surface 64D of the cam body 63. In this state, the electromagnetic coil unit 60 and the motor 24 are turned off. As a result, the moving gear body 65 moves to the right without contacting the clutch holding surface 64D of the cam body 63 due to the elasticity of the clutch release spring 70, and returns to the clutch disengaged state of FIGS.

  Next, the release of the brake clutch engaged state (FIGS. 18 and 19) of the clutch mechanism 31 will be described. To switch the brake clutch engaged state to the clutch disengaged state, first, the electromagnetic coil unit 60 is turned on. Then, the armature 61 and the cam body 63 are attracted to the electromagnetic coil part 60, and brake resistance is provided. At this stage, the moving gear body 65 is also slightly moved to the right by the elasticity of the clutch release spring 70, but the meshing with the fixed gear body 69 is continued. Next, when using power, the motor 24 is rotated to rotate the moving gear body 65 upward in the case of FIG. 19, and the top 72A of the moving gear body 65 is located above the clutch holding surface 64D of the cam body 63. When moved, the electromagnetic coil unit 60 and the motor 24 are turned off. Then, the moving gear body 65 moves to the right by the elasticity of the clutch release spring 70 without contacting the clutch holding surface 64D of the cam body 63, and returns to the clutch disengaged state shown in FIGS.

  When the brake clutch engagement state is manually released instead of the power of the motor 24, the slide door 11 is manually moved after the electromagnetic coil unit 60 is turned on. Then, the wire drum 30 rotates and the moving gear body 65 also rotates through the fixed gear body 69. At this time, in the brake clutch connected state, the wire drum 30 is connected to the motor 24 side. However, the moving gear body 65 is about to be moved by the gap Y formed between the leg 66 and the engaging groove 67. Since the worm wheel 26 can freely rotate about 6 degrees, the sliding door 11 can move with a light operating force without rotating the worm wheel 26 and rotate the moving gear body 65. Next, when the top 72A of the moving gear body 65 is disengaged from the clutch holding surface 64D of the cam body 63 by the rotation of the moving gear body 65, the moving gear body 65 is moved to the right by the elasticity of the clutch release spring 70, and FIGS. Return to the clutch disengaged state.

  In the manual release of the brake clutch engagement state, when the control unit 136 detects a clutch manual release operation, the electromagnetic coil unit 60 is turned on for a certain period of time as brake clutch connection manual release control. Although many clutch manual release operations can be considered, for example, the opening operation of the door opening handle of the slide door 11 can be regarded as the manual clutch release operation.

(Operation of speed control of control unit 136)
The moving section of the slide door 11 to be slid by the power unit 20 is roughly divided into an initial section from the start to the end of acceleration, an intermediate section maintained at a substantially constant speed, and a final deceleration section. In addition, a low-speed section of a certain time is provided in the initial section as desired.

  When the power unit 20 opens the slide door 11 from the closed position (or when closing the door from the open position), the motor 24 is rotated at a low speed for a certain period of time if desired, and then directed to a preset reference speed. The motor 24 is accelerated. In this initial section, the control unit 136 monitors the presence or absence of abnormal acceleration of the slide door 11. The abnormal acceleration is preferably such that the rotational speed of the wire drum 30 measured by the drum speed sensor 137 is equal to or higher than a predetermined value (120 mm / second or higher in terms of slide speed), and the rotational speed of the wire drum 30 and the motor speed sensor 138. It is determined when the difference from the rotation speed of the motor 24 measured in step S is equal to or greater than a predetermined value (400 mm / second or more in terms of slide speed) and the acceleration of the wire drum 30 is equal to or greater than a predetermined value. The abnormal acceleration is preferably such that the rotational speed of the wire drum 30 is equal to or higher than a predetermined value (120 mm / second or higher in terms of slide speed), and the difference between the rotational speed of the wire drum 30 and the rotational speed of the motor 24 is predetermined. It is determined when the above is (180 mm / sec or more in terms of slide speed) and the difference of the predetermined value or more is continuously detected.

  Such abnormal acceleration occurs when an external force in the acceleration direction acts on the slide door 11 due to the inclination of the vehicle body 10 or when a user or the like is pushing the slide door 11. That is, in the present invention, the inclination state of the vehicle body 10 can be determined in a pseudo manner by comparing and calculating the motor speed and the drum speed.

  When the abnormal acceleration is detected, the control unit 136 decreases the rotational speed of the motor 24 to stabilize the sliding speed of the sliding door 11, and then accelerates the motor 24 again toward the reference speed. The reacceleration of the motor 24 is preferably a slow acceleration as compared with a normal initial acceleration.

  By performing such abnormal acceleration detection control, the difference between the motor speed at the end of the initial section and the door speed of the slide door 11 can be significantly reduced as compared with the conventional case. It can be moved at a stable speed.

The side view which showed the rear part side surface of the vehicle provided with the sliding door. Schematic of the state where the sliding door is closed. A schematic view of the sliding door opened. The conceptual diagram in the case of providing a power unit in the indoor side space of a quarter panel. The side view of a power unit. Sectional drawing of the said power unit. Sectional drawing of the said power unit. The top view of the tension mechanism of the said power unit. The perspective view of a cam body. The perspective view of a moving gear body. Detailed view of the cam surface of the cam body. Sectional drawing which shows the engagement state of the engagement groove | channel of a worm wheel, and the leg part of a moving gear body. 4 is a schematic diagram showing a gap between the engagement groove and the leg portion. The side view which shows the cam surface of a cam body at the time of a clutch disengagement state, and the cam surface of a moving gear body. FIG. 15 is a schematic diagram showing a movable gear body and a fixed gear body in a clutch disengaged state corresponding to FIG. 14. The side view which shows the cam surface of the cam body at the time of a clutch connection state, and the cam surface of a moving gear body. FIG. 17 is a schematic diagram showing a moving gear body and a fixed gear body in a clutch engaged state corresponding to FIG. 16. The side view which shows the cam surface of the cam body of a brake clutch connection state in an OFF state and a cam surface of a moving gear body in an electromagnetic coil part. FIG. 19 is a schematic diagram showing a moving gear body and a fixed gear body in a brake clutch connected state corresponding to FIG. 18. The side view which shows the cam surface of the cam body in the middle of releasing a brake clutch connection state, and the cam surface of a moving gear body. FIG. 21 is a schematic diagram showing a moving gear body and a fixed gear body in the middle of releasing the clutch engagement state corresponding to FIG. 20. The well-known example figure which shows the result of having measured the motor speed and the door speed of a sliding door when opening a sliding door by the conventional feedback control using a motor speed in the vehicle up-front state.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... Vehicle body, 11 ... Sliding door, 12 ... Door opening, 13 ... Upper rail, 14 ... Lower rail, 15 ... Quarter panel, 16 ... Center rail, 17 ... Upper bracket, 18 ... Lower bracket, 19 ... Center bracket, 20 ... Power unit, 21 '... opening cable, 21 "... closing cable, 22 ... pulley, 23 ... pulley, 24 ... motor, 25 ... cylindrical worm, 26 ... worm wheel, 28 ... support shaft, 29 ... housing, 30 DESCRIPTION OF SYMBOLS ... Wire drum, 31 ... Clutch mechanism, 50 ... Internal space, 60 ... Electromagnetic coil part, 61 ... Armature, 62 ... Brake release spring, 63 ... Cam body, 64 ... Cam surface, 64A ... Top part, 64B ... Bottom part, 64C ... Slope, 64D ... clutch holding surface, 65 ... moving gear body, 66 ... leg, 67 ... engaging groove, 68 ... moving Annular gear part, 69 ... fixed gear body, 70 ... clutch release spring, 71 ... fixed annular gear part, 72 ... cam surface, 72A ... top part, 72B ... bottom part, 72C ... slope, 100 ... tension mechanism, 101 ... case, 102 , 103 ... tension roller, 104, 105 ... tension shaft, 106 ... tension spring, 120 ... metal base plate, 121 ... cover plate, 122 ... housing body, 123 ... first space, 124 ... second space, 125 ... large diameter Gears, 126 ... drum rotating body, 127 ... small diameter gear, 128 ... shaft, 129 ... parallel gear, 130 ... shaft, 131 ... motor rotating body, 132 ... drum rotating element, 133 ... motor rotating element, 134 ... control unit, 135 ... Control board, 136 ... Control unit, 137 ... Drum speed sensor, 138 ... Motor speed sensor 139 ... window, 140 ... window, X ... axial, Y ... gap.

Claims (4)

A motor 24, a wire drum 30 that moves the sliding door 11 that is slidably attached to the vehicle body 10 when it rotates, and a clutch mechanism provided between the motor 24 and the wire drum 30. 31, a drum speed sensor 137 for detecting the rotation speed of the wire drum 30, and a motor speed sensor 138 for detecting the rotation speed of the motor 24. While the motor 24 is started and the motor 24 is initially accelerated to a preset reference speed, the rotational speed of the wire drum 30 measured by the drum speed sensor 137 is equal to or higher than a predetermined value, and the wire drum 30 Measured by the motor speed sensor 138 When the difference from the rotational speed of the motor 24 is greater than or equal to a predetermined value, the rotational speed of the motor 24 is once reduced by assuming that the sliding door 11 is abnormally accelerated, and then again toward the reference speed. A vehicle sliding door slide speed control method for accelerating the motor 24. The method for controlling the sliding speed of the vehicle sliding door according to claim 1, wherein the condition for determining the abnormal acceleration of the sliding door 11 is that the acceleration of the wire drum 30 is greater than or equal to a predetermined value. A motor 24, a wire drum 30 that moves the sliding door 11 that is slidably attached to the vehicle body 10 when it rotates, and a clutch mechanism provided between the motor 24 and the wire drum 30. 31, a drum speed sensor 137 for detecting the rotation speed of the wire drum 30, and a motor speed sensor 138 for detecting the rotation speed of the motor 24. While the motor 24 is started and the motor 24 is initially accelerated to a preset reference speed, the rotational speed of the wire drum 30 measured by the drum speed sensor 137 is equal to or higher than a predetermined value, and the wire drum 30 Measured by the motor speed sensor 138 When the difference from the rotational speed of the motor 24 is continuously detected at a predetermined value or more, it is regarded as abnormal acceleration of the sliding door 11, and the rotational speed of the motor 24 is once reduced, and then A method for controlling the sliding speed of the vehicle sliding door in which the motor 24 is accelerated again toward the reference speed. 4. The method for controlling the sliding speed of a vehicle sliding door according to claim 1, wherein when the motor 24 is reaccelerated, the acceleration is slower than the normal initial acceleration.

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