JP2010137619A - Step control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a step control device for a vehicle imparting a degree of freedom in setting of an effective voltage in normal driving. <P>SOLUTION: Before the front end of a flap abuts on the rubber of a side sill, or before and after a detection point of time A when a detection switch detects that the base end of the flap reaches short of abutting on the front end of a step body, a step for the vehicle is driven by a different effective voltage. Time from this detection point of time A to a stop point of time C stopping the driving, is divided into a plurality of phases 101, 102, thereby enabling setting of the effective voltage to a driving motor at values V2, V3 different for each of the phases 101, 102. <P>COPYRIGHT: (C)2010,JPO&amp;INPIT

Description

  The present invention relates to a vehicle step control device that controls driving of a step provided in a vehicle.

  Conventionally, a vehicle in which a step is provided at a lower portion of a vehicle entrance / exit is known (see, for example, Patent Document 1), and the step can be used as a scaffold when getting on and off.

  This step includes a step main body supported by a driving mechanism (not shown) and a flap as an extension supported by a tip portion of the step main body. Thus, by driving with the drive mechanism, the step body is arranged on the under floor at the time of storage and the flap can be raised along the side sill. And the flap can be extended on an extension of the step body.

  FIG. 5 is a diagram showing the storage operation. When the storage operation is started, a drive signal having a duty ratio of DFUL (for example, 100%) is output to the drive motor that operates the drive mechanism for a certain time (TFUL). Thereafter, the duty ratio is reduced to DSL (for example, 75%) by taking a certain time (TF2), and the backward movement of the step body and the rising operation of the flap are linked. At this time, when this step reaches a position close to the storage, the detection switch is activated (A), so the duty ratio is increased to DSL2 (nearly 100%) and driven for a certain period of time (TDLY) to end. .

  As a result, the flap that contacts the side sill at the point B is driven to the end with a strong torque, and the driving can be completed (C) in a state where the flap is securely adhered to the side sill.

  Similarly, when the unfolding operation is started, a drive signal having a duty ratio of DFUL (for example, 100%) is output to the drive motor that operates the drive mechanism for a certain time (TFUL), and then the duty is multiplied by the certain time (TF2). The ratio is reduced to DSL (for example, 75%), and the unfolding operation of the step body and the tilting operation of the flap are linked. At this time, when this step reaches the position near the deployment, the detection switch is activated (A), so the duty ratio is increased to DSL2 (nearly 100%) and driven for a certain period of time (TDLY) to end. .

  As a result, the flap that hits the stopper at point B is driven to the end with a strong torque, and the driving can be completed (C) in a state where it is securely in contact with the stopper.

Here, each detection switch is set so as to be turned on before the flap comes into contact with the side sill or before the flap comes into contact with the stopper in consideration of an attachment error or the like.
JP 2008-105567 A

  However, in such a vehicle step control device, if the difference between the DSL, which is the duty ratio during normal driving, and the DSL2, which is the duty ratio after the detection switch is activated, is large, the step is abrupt when the duty ratio is switched. Accelerates and adversely affects operating noise and smooth operation.

  At this time, the DSL2 that is the duty ratio after the operation of the detection switch needs to be set higher in order to obtain a predetermined operating torque, and accordingly, the DSL that is the duty ratio that is driven during normal driving is also relatively high. I had to make it a value.

  The present invention has been made in view of such a conventional problem, and provides a vehicle step control device capable of giving a degree of freedom in setting an effective voltage to a motor during normal driving. It is the purpose.

  In order to solve the above-described problem, in the vehicle step control device according to claim 1 of the present invention, the target portion of the mechanism portion comes into contact with the target portion after starting the unfolding drive or the retracting drive of the vehicle step. The detection switch detects that the target part has reached before the target part comes into contact with the target part before stopping in the state, and the effective voltage to the motor that drives the vehicle step is detected by the detection switch. In the vehicle step control device that shifts to a different effective voltage from the time point, the period from the detection time point to the stop time point at which the driving of the vehicle step is stopped is divided into a plurality of phases, and the effective for the motor in each phase is divided. The voltage can be set to different values.

  Here, in the present specification, the effective voltage is an average voltage applied to the motor, and represents an effective value.

  That is, when the unfolding drive or retract drive of the vehicle step is started, the motor that drives the vehicle step is driven with an effective voltage during normal driving. Then, when the detection switch detects that the target part of the mechanism portion has reached before the target part comes into contact with the target part, the motor is driven with a different effective voltage from this detection point, and the target part is moved to the target part. Stops in contact with the.

  At this time, the period from the detection time by the detection switch to the stop time to stop driving the vehicle step is divided into a plurality of phases, and the effective voltage to the motor in each phase is set to a different value. can do.

  For this reason, even when the difference between the normal effective voltage when the vehicle step is normally operated and the effective voltage in the phase immediately before stopping the vehicle step is set large, the phase immediately before the stop By adjusting the effective voltage in the intermediate phase set before, problems due to the difference between the normal effective voltage and the effective voltage of the phase immediately before the stop are eliminated.

  In the vehicle step control device according to claim 2, a contact phase including at least a contact time point at which the target part contacts the target part and a phase immediately before stop immediately before the stop time point are set, The effective voltage to the motor can be set to different values in the contact phase and the phase just before stopping.

  That is, between the time point detected by the detection switch and the time point when the driving of the vehicle step is stopped, at least a contact phase including a contact time point at which the target part contacts the target part, and the stop The phase immediately before the stop immediately before the time point is set, and the effective voltage to the motor can be set to a different value in the contact phase and the phase immediately before the stop.

  Therefore, even when the difference between the normal effective voltage at the normal time when the vehicle step is normally operated and the effective voltage in the phase immediately before the stop immediately before stopping the vehicle step is set large. By adjusting the effective voltage in the contact phase set before the phase immediately before stop, the problem caused by the difference between the normal effective voltage and the effective voltage in the phase immediately before stop is solved.

  At this time, the contact phase includes a contact time point at which the target part contacts the target part. In the contact phase, the target part contacts the target part. For this reason, by setting the effective voltage in this contact phase to be low, the operating speed can be suppressed, and the contact sound that can occur at the time of contact can be suppressed.

  Furthermore, in the vehicle step control device according to claim 3, the duty ratio of the drive signal to the motor is varied to control the effective voltage, and the duty ratio of the drive signal at the time of normal driving before the detection time point. Is set to 30 to 60%, while the duty ratio in the contact phase is set to 30 to 80%, and the duty ratio in the phase immediately before stopping is set to 80 to 100%.

  Thereby, by setting the normal effective voltage when the vehicle step is normally operated to be low, the operation speed of the vehicle step can be suppressed, and the effective voltage of the phase immediately before stopping is increased. The driving torque can be increased.

  At this time, by setting the duty ratio in the contact phase to 30 to 80%, smooth driving of the vehicle step is realized.

  In addition, in the vehicle step control device according to claim 4, the effective voltage in the phase immediately before stopping is set to be twice or more of the effective voltage in normal driving before the detection time point.

  As a result, when the vehicle step is normally operated, it is possible to drive slowly and smoothly by suppressing the effective voltage. It can be stopped in a state of being in close contact with.

  As described above, in the vehicle step control device according to the first aspect of the present invention, the period from the detection time point by the detection switch to the stop time point at which the driving of the vehicle step is stopped is divided into a plurality of phases. The effective voltage applied to the motor in each phase can be set to a different value.

  For this reason, even when the difference between the normal effective voltage when the vehicle step is normally operated and the effective voltage in the phase immediately before stopping the vehicle step is set large, By adjusting the effective voltage in the intermediate phase set before the phase, it is possible to suppress the generation of operating noise and fluctuations in the operating speed due to the difference between the normal effective voltage and the effective voltage of the phase immediately before the stop. Can do.

  Therefore, the effective voltage to the motor during normal driving can be freely set without causing these problems, and the set value can have a degree of freedom.

  Along with this, the normal effective voltage can be lowered, so that the operating speed and driving force during normal driving can be suppressed, and a slow and smooth driving of the vehicle step can be realized, and the mechanism The low-pitched sound emitted can be suppressed.

  In the vehicle step control device according to claim 2, the contact time point at which the target portion of the mechanism portion contacts the target portion between the detection time point by the detection switch and the stop time point at which the driving of the vehicle step is stopped is determined. An abutting phase including the phase immediately before stopping and a phase immediately before stopping are set, and the effective voltage to the motor can be set to a different value in the abutting phase and the phase immediately before stopping.

  For this reason, even when the difference between the normal effective voltage when the vehicle step is normally operated and the effective voltage in the phase immediately before stopping immediately before stopping the vehicle step is set large, the stop By adjusting the effective voltage in the contact phase set before the immediately preceding phase, the fluctuation of the operating speed and the generation of operating noise due to the difference between the normal effective voltage and the effective voltage in the immediately preceding stop phase are suppressed. be able to.

  Therefore, the normal effective voltage at the time of normal driving can be freely set without causing these problems, and the set value can have a degree of freedom.

  Along with this, the normal effective voltage can be lowered, so that the operating speed and driving force during normal driving can be suppressed, and a slow and smooth driving of the vehicle step can be realized, and the mechanism The low-pitched sound emitted can be suppressed.

  The contact phase includes a contact time point at which the target part contacts the target part. In the contact phase, the target part contacts the target part. For this reason, by setting the effective voltage in this contact phase to a low value and suppressing the operation speed, it is possible to suppress the generation of contact noise that may occur when the target part contacts the target part.

  Further, in the vehicle step control device according to claim 3, the duty ratio during the normal driving is set to 30 to 60%, the duty ratio in the contact phase is set to 30 to 80%, and the phase immediately before the stop is set. By setting the duty ratio to 80 to 100%, the normal effective voltage when the vehicle step is normally operated can be set to be low, and the effective voltage in the phase immediately before stopping is increased to increase the driving torque. can do.

  At this time, by setting the duty ratio in the contact phase to 30 to 80%, smooth driving of the vehicle step can be realized.

  In addition, in the vehicle step control device according to claim 4, when the vehicle step is normally operated by setting the effective voltage in the phase immediately before the stop to be twice or more of the normal effective voltage, the operation is performed. By controlling the speed, it can be driven slowly and smoothly. On the other hand, immediately before the stop, it can be stopped in a state in which the target portion of the mechanism portion is securely brought into close contact with the target portion with a large torque.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

  FIG. 1 is a diagram showing a main part of a vehicle 2 provided with a vehicle step control device 1 (see FIG. 2) according to the present embodiment. FIG. 2 is a block diagram of the vehicle step control device 1. It is shown.

  That is, as shown in FIG. 1, the vehicle 2 is provided with a side opening 11 for getting in and out of the vehicle that is opened and closed by a front door and a rear door (not shown). The lower edge of the part opening 11 is constituted by a side sill 12 extending in the vehicle front-rear direction. A vehicle step 13 is provided below the side sill 12, and the vehicle step 13 is pivotally supported by a step main body 14 constituting a main tread surface and a tip end portion of the step main body 14 so as to be rotatable. And a flap 15 as an extended portion.

  The step main body 14 is supported by the vehicle body via a drive mechanism (not shown) provided at the lower part of the vehicle 2, and the drive motor 21 (see FIG. 2) of the drive mechanism is energized by the drive mechanism. By operating, the vehicle step 13 is configured to be developed in a lateral direction and a retracted state 22 retracted inwardly of the vehicle.

  When forming the unfolded state, the flap 15 in an upright state can be tilted by an interlocking mechanism (not shown) in conjunction with an extension operation to the side of the step body 14 by the driving mechanism. In this unfolded state, the tread surface can be formed at the lower portion of the side opening 11 in a state where the flap 15 is disposed on the extension of the step body 14. Thus, the tread surface formed by the vehicle step 13 can be used as a scaffold when getting on and off.

  In the process of moving the vehicle step 13 from the retracted state 22 to the deployed state, the proximal end 31 of the flap 15 constituting the target part of the mechanism portion contacts the distal end 32 of the step main body 14 constituting the target part. When reaching the position just before (immediately before), the deployment side detection switch 33 provided in the drive mechanism (see FIG. 2) is configured to detect this and turn on (in FIG. 1). (Not shown). The base end 31 of the flap 15 abuts on the tip end 32 of the step body 14 and the base end 31 of the flap 15 is in contact with the tip end 32 of the step body 14 until the base end 31 is deployed. After the driving is continued (stopper function portion), the driving by the driving mechanism is stopped.

  Further, when the retracted state 22 is formed, the flap 15 in a tilted state can be erected by the interlock mechanism (not shown) in conjunction with the backward movement of the step body 14 toward the vehicle center by the drive mechanism. In this stored state 22, the step body 14 is disposed below the side sill 12, and the flap 15 can be raised with respect to the step body 14 to be in close contact with the side sill 12. ing. Thereby, the said vehicle step 13 is comprised so that the said storage state 22 which does not protrude to the vehicle side can be formed.

  In the process of moving the vehicle step 13 from the deployed state to the retracted state 22, the tread surface 41 at the tip of the flap 15 that constitutes the target portion of the mechanism portion is applied to the rubber 42 on the side surface of the side sill 12 that constitutes the target portion. The storage side detection switch 43 provided in the drive mechanism (see FIG. 2), when reaching the position just before contact (immediately before), is configured to detect this and turn on (in FIG. 1). (The illustration is omitted.) The drive mechanism retracts until the tread surface 41 at the front end of the flap 15 abuts on the rubber 42 of the side sill 12 and the tread surface 41 at the front end of the flap 15 contacts the rubber 42 of the side sill 12. After the driving is continued, the driving by the driving mechanism is stopped.

  As shown in FIG. 2, the vehicle step control device 1 is configured around a control unit 51, and the control unit 51 includes a front door switch 52 a that detects the state of the front door, A rear door switch 52b for detecting the state of the rear door is connected. Both door switches 52a and 52b are configured to detect the closed state and the open state of each door, and the control unit 51 is configured to detect the open / closed state of each door. Has been.

  The deployment side detection switch 33 is connected to the control unit 51, and when the deployment side detection switch 33 is turned on, the proximal end 31 of the flap 15 is moved to the distal end of the step body 14. It is configured so that it can be detected that the position has just reached (immediately before) abutting on 32.

  Further, the storage side detection switch 43 is connected to the control unit 51, and the tread surface 41 at the tip of the flap 15 is detected by detecting the ON operation of the storage side detection switch 43. It is configured so that it can be detected that it has reached the position just before (immediately before) contacting the rubber 42.

  Further, the control unit 51 is connected to the drive motor 21 that operates the drive mechanism, and when it is detected that one of the doors is opened based on an input from the door switch 52. The vehicle step 13 is driven to unfold, and the vehicle step 13 can be retracted when it is detected that the doors are closed.

  The control unit 51 is mainly configured with a microcomputer incorporating a ROM and a RAM, and the vehicle step control device 1 is operated by the microcomputer operating according to a program stored in the ROM. It is configured.

  The operation of the present embodiment according to the above configuration will be described according to the flowchart of FIG. 3 and the timing chart of FIG. 4 executed by the microcomputer of the control unit 51.

  That is, when the doors are closed and the door switches 52a and 52b detect that the doors are closed, for example, after a flag for storing and driving the vehicle step 13 is set, the driving process is called.

  Then, the effective voltage to the drive motor 21 is determined by outputting the drive signal whose duty ratio is set to the start-time duty ratio DFUL (100% in this embodiment) to the drive motor 21 that is duty-driven. (S1), and waits until a preset start time TFUL elapses (S2).

  Here, in the present embodiment, the effective voltage is an average voltage applied to the drive motor 21, that is, an average voltage in one cycle of the drive signal output as a duty, and indicates an effective value. To do.

  As a result, at the time of starting that requires driving force, the driving motor 21 can be driven at the starting time TFUL by the driving signal of the starting duty ratio DFUL.

  When the start time TFUL has elapsed (S2), the duty ratio of the drive signal is reduced to the normal drive duty ratio DSL by multiplying the reduction time TF2 (S3), and then the storage side detection switch 43 is turned on. Until the operation, the storage drive by the normal effective voltage V1 in which the duty ratio of the drive signal is set to the normal drive duty ratio DSL is continued.

  At this time, the normal drive duty ratio DSL is set within a range of 30 to 60%, and an example thereof is 40% (best mode in the drive mechanism of the present embodiment).

  In this storage drive process, at the detection time A when the tread surface 41 at the tip of the flap 15 reaches just before (immediately before) the rubber 42 on the side surface of the side sill 12 contacts and the storage side detection switch 43 is turned on (S4), After changing the duty ratio of the drive signal from the normal drive duty ratio DSL to the contact duty ratio DSL3 and continuing the storing drive by the contact effective voltage V2 (S5), a preset contact delay time TDLY1 is set. Wait until the time elapses (S6).

  At this time, the contact delay time TDLY1 is always within the contact delay time TDLY1 when the storage drive is continued at the contact duty ratio DSL3 after the storage-side detection switch 43 is turned on. The tread surface 41 at the 15 tip is set to a value that contacts the rubber 42 on the side surface of the side sill 12.

  Further, the contact duty ratio DSL3 is set within a range of 30 to 80%, and an example thereof is 40% (best mode in the drive mechanism of the present embodiment). In the timing chart of FIG. 4, the normal drive duty ratio DSL and the contact duty ratio DSL3 are different in order to clarify the boundary between the normal drive duty ratio DSL and the contact duty ratio DSL3. The case where it is set to a value is illustrated.

  Therefore, within the contact delay time TDLY1 set in the contact phase 101, there is always a contact point B at which the tread surface 41 at the tip of the flap 15 contacts the rubber 42 on the side surface of the side sill 12. Become.

  Next, when the driving of the contact delay time TDLY1 is completed, the process proceeds to the phase 102 immediately before stop, and the duty ratio of the drive signal is changed from the duty ratio DSL3 during contact to the duty ratio DSL2 immediately before stop. Then, the storage drive by the effective voltage V3 immediately before stop, in which the duty ratio of the drive signal is set to the duty ratio DSL2 immediately before stop, is continued (S7) and waits until the delay time TDLY2 immediately before stop elapses (S8).

  At this time, the duty ratio DSL2 immediately before the stop is set within a range of 80 to 100%, and an example thereof is 100% (best mode in the drive mechanism of the present embodiment). In the timing chart of FIG. 4, in order to clarify the boundary between the contact duty ratio DSL3 and the just before stop duty ratio DSL2, the contact duty ratio DSL3 and the just before stop duty ratio DSL2 are different values. The case where it is set to is illustrated.

  Thus, in a state where the tread surface 41 at the tip of the flap 15 is in contact with the rubber 42 on the side surface of the side sill 12 by the drive signal by the duty ratio DSL2 immediately before stop that generates a driving torque larger than the duty ratio DSL3 at the time of contact It can be adhered.

  When the delay time TDLY2 immediately before the stop has elapsed (S8), the drive drive is stopped by setting the duty ratio of the drive signal to 0%, and the routine returns to the main routine at the stop time C (S9).

  When one of the doors is opened and one of the door switches 52a and 52b detects the door opening, for example, after setting a flag for driving the vehicle step 13, the driving process is called. .

  Thus, when the vehicle step 13 is driven from the retracted state 22 to the unfolded state, the flap 15 in the standing state is tilted in conjunction with an extension operation to the side of the step body 14, and the flap In the state where 15 is arranged on the extension of the step body 14, the drive by the drive mechanism is stopped while the base end 31 of the flap 15 is in contact with and closely contacted the tip 32 of the step body 14. And

  The operation at this time is also executed according to the flowchart described above.

  Thus, when the unfolding drive or retract drive of the vehicle step 13 is started, the drive signal to the drive motor 21 is set to the normal drive duty ratio DSL, so that the vehicle step 13 is normally driven effectively. It can be driven by the voltage V1.

  Then, the retracting detection switch 43 detects that the tread 41 at the front end of the flap 15 has reached the front (immediately before) contacting the rubber 42 on the side of the side sill 12, or the base end 31 of the flap 15 is in the step. When the deployment-side detection switch 33 detects that it has reached a position (immediately before) in contact with the tip 32 of the main body 14, the vehicle step 13 can be driven with a different effective voltage from this detection time A. it can.

  At this time, the period from the detection time A by the storage-side detection switch 43 or the deployment-side detection switch 33 to the stop time C at which the driving of the vehicle step 13 is stopped is divided into a plurality of phases. The effective voltage of the vehicle step 13 can be set to a different value.

  Therefore, the difference between the normal drive effective voltage V1 when the vehicle step 13 is driven at the normal drive duty ratio DSL and the effective voltage in the phase immediately before stopping the vehicle step 13 is set large. Even in this case, by adjusting the effective voltage in the intermediate phase set before the phase immediately before the stop to an appropriate value, the normal drive effective voltage V1 and the effective voltage of the phase immediately before the stop are Sudden acceleration and operation noise at the time of switching due to the difference can be suppressed.

  Therefore, the normal driving effective voltage V1 during normal driving can be freely set without causing these problems, and the set value can be given a degree of freedom.

  Along with this, the normal effective voltage V1 can be lowered, so that the operating speed and driving force during normal driving can be suppressed, and a slow and smooth driving of the vehicle step 13 can be realized. Lower sounds emitted by the mechanism can be suppressed.

  More specifically, at least the front end of the flap 15 between the detection time A by the deployment-side detection switch 33 or the storage-side detection switch 43 and the stop time C at which the driving of the vehicle step 13 is stopped. A contact phase 101 including the contact time B at which the tread surface 41 of the side sill 12 contacts the rubber 42 on the side surface of the side sill 12 or the proximal end 31 of the flap 15 contacts the distal end 32 of the step body 14; The phase just before stop 102 immediately before the stop point C is set, and the effective voltage of the vehicle step 13 can be set to a different value in the contact phase 101 and the phase just before stop 102.

  Therefore, when the difference between the normal effective voltage V1 when the vehicle step 13 is normally operated and the effective voltage V3 immediately before stop in the phase 102 immediately before stop immediately before stopping the vehicle step 13 is set large. Even so, by adjusting the effective voltage V2 at the time of contact in the contact phase 101 set before the phase 102 just before stop to an appropriate value, the normal effective voltage V1 and the phase 102 just before stop are set. It is possible to suppress sudden acceleration and operation noise at the time of switching due to the difference from the effective voltage V3 immediately before stopping. Therefore, the normal effective voltage V1 at the time of normal driving can be freely set without causing these problems, and the set value can have a degree of freedom.

  Along with this, the normal effective voltage V1 can be lowered, so that the operating speed and driving force during normal driving can be suppressed, and a slow and smooth driving of the vehicle step 13 can be realized. Lower sounds emitted by the mechanism can be suppressed.

  In the contact phase 101, the tread 41 at the front end of the flap 15 contacts the rubber 42 on the side surface of the side sill 12, or the base end 31 of the flap 15 contacts the front end 32 of the step body 14. In the contact phase 101, the tread surface 41 at the front end of the flap 15 contacts the rubber 42 on the side surface of the side sill 12, or the base end 31 of the flap 15 is the front end of the step body 14. 32 will abut.

  Therefore, by setting the effective voltage V2 at the time of contact in the contact phase 101 to be low and suppressing the operation speed, the tread surface 41 at the tip of the flap 15 contacts the rubber 42 on the side surface of the side sill 12, or the flap It is possible to suppress the generation of contact sound that may occur when the 15 base ends 31 contact the tip 32 of the step body 14.

  And while changing the duty ratio of the drive signal to the drive motor 21 that drives the vehicle step 13 to control the effective voltage, the duty ratio at the normal effective voltage V1 is set to 30 to 60%. The duty ratio in the contact phase 101 is set to 30 to 80%, and the duty ratio in the phase 102 just before stopping is set to 80 to 100%.

  As a result, the normal effective voltage V1 when the vehicle step 13 is normally operated can be set to a lower value to suppress the operation speed, and the effective voltage V3 immediately before the stop of the phase 102 immediately before stopping is set to a higher value and driven. Torque can be increased.

  At this time, by setting the duty ratio in the contact phase 101 to 30 to 80%, smooth driving of the vehicle step 13 at the detection time A can be realized.

  At this time, in the present embodiment, the effective voltage V3 immediately before stopping in the phase 102 immediately before stopping is set to be twice or more than the normal effective voltage V1.

  For this reason, when the vehicle step 13 is normally operated, it can be driven slowly and smoothly by suppressing the operation speed. On the other hand, immediately before the stop, a large torque ensures that the tread surface 41 at the tip of the flap 15 is in close contact with the rubber 42 on the side surface of the side sill 12 or the base end 31 of the flap 15 is securely attached to the tip 32 of the step body 14 The mechanism can be brought into close contact, and the mechanism can be stopped in this close contact state.

  As a result, rattling after stopping can be prevented, and generation of rattling noise can be prevented.

It is a figure which shows one embodiment of this invention. It is a block diagram which shows the step control apparatus for vehicles of the embodiment. It is a flowchart which shows the operation | movement of the embodiment. It is a timing chart which shows the operation | movement of the embodiment. It is a timing chart which shows operation | movement of a prior art example.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Vehicle step control apparatus 2 Vehicle 11 Side part opening part 12 Side sill 13 Step for vehicles 14 Step main body 15 Flap 21 Drive motor 22 Storage state 31 Base end 32 Front end 33 Deployment side detection switch 41 Tread surface 42 Rubber 43 Storage side detection switch 51 Control Unit 52a Front Door Switch 52b Rear Door Switch 101 Contact Phase 102 Immediate Stop Phase V1 Normal Effective Voltage V2 Effective Voltage at Contact V3 Effective Voltage Immediately Before Stop

Claims (4)

The start of the vehicle step deployment driving or retracting drive until the target portion of the mechanism section stops in a state where the target portion is in contact with the target portion, and the target portion has reached before the contact with the target portion. In the vehicle step control device that detects the detection switch, and shifts the effective voltage to the motor that drives the vehicle step from the detection time at the detection switch to a different effective voltage,
The vehicle is divided into a plurality of phases from the detection time point to the stop time point at which the driving of the vehicle step is stopped, and the effective voltage to the motor in each phase can be set to different values. Step controller.   At least a contact phase including a contact time point at which the target part contacts the target part and a stop immediately preceding phase immediately before the stop time point are set, and the effective phase for the motor is determined by the contact phase and the stop immediately preceding phase. 2. The vehicle step control device according to claim 1, wherein the voltage can be set to different values. While varying the duty ratio of the drive signal to the motor to control the effective voltage, while setting the duty ratio of the drive signal at the time of normal drive before the detection time to 30-60%,
3. The vehicle step control device according to claim 2, wherein the duty ratio in the contact phase is set to 30 to 80%, and the duty ratio in the phase immediately before stopping is set to 80 to 100%.   4. The vehicle step control device according to claim 2, wherein the effective voltage in the phase immediately before the stop is set to at least twice the effective voltage in normal driving before the detection time point. 5.

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