JP2011132686A - Control unit for opening and closing body for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control unit of an opening and closing body for a vehicle, which can detect pinching at an early stage, and which enables a detection load for determination of the pinching to be set small. <P>SOLUTION: In the control unit (power window drive unit) of the opening and closing body for the vehicle, an estimated load computing portion 13 computes an estimated load fo of a motor from the rotational speed, rotational acceleration and drive voltage of the motor. A vibration load computing portion 15 computes a vibration load f of the motor, on the basis of a predetermined transfer function from a detection signal of an acceleration sensor attached to the vehicle (e.g. a control board of the motor and an ECU). Additionally, a vibration elimination load computing portion 16 corrects the computed value of the estimated load fo, computed by the estimated load computing portion 13, by the computed value of the vibration load f computed by the vibration load computing portion 15. Thus, the vibration load f due toy vibration disturbance is excluded from the estimated load fo of the motor. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a control device for a vehicle opening / closing body such as a vehicle window or a sliding door. In particular, the present invention relates to a control device for a vehicle opening / closing body capable of detecting the inclusion of a foreign object.

  FIG. 9 shows an example of a power window device as an example of a vehicle opening / closing body related to the present invention. As shown in FIG. 9, the power window device is provided inside the door 100 of the vehicle in order to raise and lower the window glass 122. The power window device includes a drive unit 101 fixed inside the door 100 and a lift mechanism 121 driven by the drive unit 101 so as to raise and lower the window glass 122. The drive unit 101 includes a motor 2 and an output unit 111. The output unit 111 has an output shaft 112 provided with a gear 113. The rotation of the motor 2 is transmitted to the output shaft 112 while being decelerated by the output unit 111. The lift mechanism 121 as a driven device includes two arms that intersect with each other, and both arms are axially coupled at an intermediate portion. The upper ends of both arms are connected to the window glass 122. One arm has a sector gear 114 at its lower end that meshes with the gear 113 of the output shaft 112. When the gear 113 rotates as the motor 2 is driven, the lift mechanism 121 moves the window glass 122 up and down.

  Some of the power window devices described above have a pinching prevention function (see, for example, Patent Document 1). In such a power window driving device, it is necessary to stop or reverse the rotation of the motor when a foreign object is caught. For this reason, in order to detect whether or not the foreign matter is sandwiched between the window glass and the window frame (door), the motor drive voltage V and the motor rotation speed (motor angular speed ω and angular acceleration dω) are used. It is configured to estimate the motor load. Then, a process for discriminating an increase in motor load due to vibration during vehicle travel or vibration during door closing so as not to be recognized as pinching (= false detection) is performed.

JP 2007-239281 A

  However, if the load fluctuation waveform of the motor immediately after the occurrence of vibration is exactly the same as the load fluctuation waveform at the time of pinching, the load fluctuation in that section may be load fluctuation due to pinching or load fluctuation due to vibration (disturbance). Since it is impossible to identify whether there is a difference, it is necessary to wait for a judgment until a difference occurs in the waveform. If the setting for delaying the pinching detection is performed so that the pinching detection is performed after the elapse of time until the difference occurs, there is a problem that the pinching detection load increases as a result.

FIG. 10 is a diagram illustrating an example of a problem in pinching detection. For example, as shown in FIG. 10 (A), at time t = 0, the power window UP operation (window glass raising operation) has already started, and the motor load fc is generated, and the jamming is performed at time t1. The estimated load fo when it occurs is shown in waveform a. In addition, the estimated load fo when a vibration disturbance occurs due to the vibration of the vehicle at time t1 is indicated by a waveform b.
In this case, in order to detect whether or not the increase in the estimated load fo is a disturbance due to a vibration load, until time t2 until a difference occurs between the change in the estimated load due to the pinching and the change in the estimated load due to vibration. I need to wait. Then, pinching detection is performed at time t3 when a difference between the change due to pinching and the change due to vibration occurs. At this time, the estimated load fo has reached the load fh1.

  As described above, when the setting for performing the pinching detection is performed at the time t3 by delaying the pinching detection timing, as shown in FIG. 10B, the waveform indicating the estimated load fo indicated by the symbol a at the time t2. And the waveform indicating the estimated load fo indicated by the symbol b, even if there is a difference in the rising edge of the waveform, pinching detection is performed at time t3. When the pinching detection is performed at time t3, the estimated load fo reaches the load fh2 and may become larger than the load fh1 described above.

  In this way, by delaying the timing of pinching detection, pinching is detected after a large pinching load occurs, and as a result, the pinching detection load increases and the pinching detection sensitivity decreases. There was a problem.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a vehicle opening / closing body capable of detecting pinching at an early stage and capable of setting a small detection load for determining pinching. It is to provide a control device.

A control device for a vehicle opening / closing body according to claim 1 of the present invention that solves the above-mentioned problem is a control device for a vehicle opening / closing body that drives the opening / closing body attached to the vehicle with a motor, and accelerates vibrations of the vehicle. Based on a vibration detection unit that detects an acceleration detection signal using a sensor, an estimated load calculation unit that calculates an estimated load of the motor, an acceleration detection signal detected by the vibration detection unit, and a predetermined transfer function, A vibration load calculation unit that calculates a vibration load in which the vibration appears as a load of the motor, and a calculated value of the estimated load calculated by the estimated load calculation unit is a calculated value of the vibration load calculated by the vibration load calculation unit. A vibration removal load calculation unit that corrects the vibration removal load, and a pinch determination unit that determines whether or not the object is pinched based on the load calculation value corrected by the vibration removal load calculation unit. To.
In this vehicle opening / closing body control apparatus, the estimated load calculation unit calculates the estimated load fo of the motor. Further, the vibration load calculation unit obtains a predetermined transfer function H (s) from an acceleration detection signal p detected by an acceleration sensor attached to a vehicle (for example, a motor control circuit board or an ECU (Electronic Control Unit)). Using this, the vibration load f of the motor is calculated. The vibration removal load calculation unit corrects the calculated value of the estimated load fo calculated by the estimated load calculation unit with the calculated value of the vibration load f calculated by the vibration load calculation unit.
Thus, by eliminating the vibration disturbance (vibration load f) from the estimated load fo of the motor, it is possible to detect pinching at an early stage and to set a small detection load for determining pinching.

The invention according to claim 2 is the control device for a vehicle opening / closing body according to claim 1, wherein the transfer function used when calculating the vibration load based on the acceleration detection signal is the vibration function. It is a transfer function indicating a relationship between an acceleration detection signal detected by the detection unit and a vibration load signal in which the vibration of the vehicle appears as a motor load through the opening / closing body.
In this vehicle opening / closing body control device, the vibration load f of the motor is calculated by the transfer function H (s) based on the acceleration detection signal p. This transfer function H (s) is a transfer function indicating a relationship between the acceleration detection signal p and a signal of vibration disturbance (vibration load f) of the motor output.
Thereby, the vibration load f of the motor can be calculated with high accuracy based on the acceleration detection signal p and the transfer function H (s).

According to a third aspect of the invention, there is provided the vehicle opening / closing member control apparatus according to the second aspect, wherein the transfer function is driven by a vehicle, a vehicle opening / closing member attached to the vehicle, and a motor. It is represented by an nth-order lag transfer function in which an elastic system, a mass system, and a damping system having a drive mechanism for a vehicle opening / closing body as a constituent element are connected.
In this control device for a vehicle opening / closing body, as a transfer function H (s), a spring (elasticity) system, a mass (mass) system, and a damper (including a vehicle, a vehicle opening / closing body, and a drive mechanism) are used. An nth-order transfer function connected by a (damping) system is used.
Thus, the vibration load f of the motor can be calculated with high accuracy based on the acceleration detection signal p and the nth-order delay transfer function. For this reason, the vibration disturbance (vibration load f) can be canceled with high accuracy from the estimated load fo of the motor.

The invention according to claim 4 is the control device for a vehicle opening / closing body according to claim 3, wherein the transfer function has a second-order Laplace transform operator in the numerator and a fourth-order in the denominator. It is a fourth-order lag transfer function having a Laplace transform operator.
In this vehicle opening / closing control apparatus, a vibration load is generated based on an acceleration detection signal p using a fourth-order delay transfer function connected by a spring (elastic) system, a mass (mass) system, and a damper (damping) system. f is calculated.
Thus, the vibration load f of the motor can be calculated with high accuracy based on the acceleration detection signal p and the fourth-order delay transfer function H (s). For this reason, the vibration disturbance (vibration load f) can be excluded from the estimated load fo of the motor with high accuracy.

The invention according to claim 5 is the control device for a vehicle opening / closing body according to claim 3, wherein the transfer function is a first-order, second-order, or third-order lag transfer function, and the vibration When it is determined whether the load exceeds a predetermined threshold, and when it is determined that the vibration load exceeds the predetermined threshold, the vibration load further exceeds the threshold first. A vibration load value determination unit that determines whether or not the vibration load is calculated within a predetermined time after the vibration load value determination unit determines that the vibration load value determination unit satisfies the condition Furthermore, the calculated value of the estimated load calculated by the estimated load calculating unit is corrected by the calculated value of the vibration load calculated by the vibrating load calculating unit.
In this vehicle opening / closing body control device, when the transfer function H (s) is a first-order, second-order, or third-order delayed transfer function, a waveform due to vibration disturbance of the estimated load fo and a vibration load calculation unit The similarity of the waveform with the vibration load f calculated by is not high. However, since the waveform portion including the first peak point is highly similar to the waveform, correction is limited only to this portion (the portion of the vibration waveform including the second and subsequent peak points is Waveform similarity is reduced because it is added to “extra-vibration due to higher-order frequencies”).
For this reason, when the vibration load f becomes equal to or greater than the specified value (threshold value) f1, the calculation of the estimated load fo calculated by the estimated load calculating unit is limited to the specified time T1 (within the time T1) thereafter. The value is corrected by the calculated value of the vibration load f calculated by the vibration load calculation unit.
Thus, even when the transfer function H (s) is a first-order, second-order, or third-order delay transfer function, the estimated load fo is corrected by the vibration load f only during the predetermined time T1. Thus, the vibration disturbance (vibration load f) can be canceled from the estimated load fo.

The invention according to claim 6 is the control device for a vehicle opening / closing body according to claim 5, wherein the predetermined time is a first peak in a waveform of an acceleration detection signal detected by using the acceleration sensor. It is set according to the period of the portion of the vibration waveform including the point.
In this vehicle opening / closing body control apparatus, when the transfer function H (s) is a first-order, second-order, or third-order delayed transfer function, the time T1 for correcting the estimated load fo is detected as an acceleration. It is set based on the period of the waveform portion including the first peak point of the signal p.
Thereby, even when the transfer function H (s) is a first-order, second-order, or third-order delayed transfer function, the vibration disturbance (vibration load f) can be excluded from the estimated load fo.

The invention according to claim 7 is the control device for a vehicle opening / closing body according to any one of claims 1 to 6, wherein the acceleration sensor is provided on a control board on which a motor control circuit is mounted. It is characterized by being able to.
Thereby, an acceleration sensor can be integrated with a motor control circuit and installed, and the acceleration sensor can be mounted with good layout.

The invention according to claim 8 is the control device for a vehicle opening / closing body according to any one of claims 1 to 7, further comprising: a rotation speed calculation unit that detects a rotation speed of the motor; and the motor A rotational acceleration calculation unit that detects the rotational acceleration of the motor, and a voltage detection unit that detects the drive voltage of the motor, and the estimated load calculation unit calculates the estimated load from the rotational speed, rotational acceleration, and drive voltage of the motor. Is calculated.
As a result, the estimated load calculation unit calculates the estimated load fo of the motor using the rotation speed, rotational acceleration, and drive voltage of the motor, so that the estimated load of the motor can be calculated with high accuracy.

The invention according to claim 9 is the control device for a vehicle opening / closing body according to any one of claims 1 to 8, wherein the vehicle opening / closing body is a power window for opening and closing a vehicle window. Features.
Thereby, in a power window, pinching detection can be performed at an early stage, and the detection load for determining pinching can be set small.

In the control device for a vehicle opening / closing body according to the present invention, an estimated load fo of the motor is calculated from the rotational speed, rotational acceleration, and driving voltage of the motor, and the acceleration sensor is attached to the vehicle (for example, a motor control board or ECU). The vibration load f of the motor is calculated using the acceleration detection signal p detected by the above and a predetermined transfer function H (s). Then, the calculated value of the estimated load fo is corrected by the calculated value of the vibration load f.
Thus, by eliminating the vibration disturbance (vibration load f) from the estimated load fo of the motor, it is possible to detect pinching at an early stage and to set a small detection load for determining pinching.

It is a figure which shows the structure of the power window drive device concerning the 1st Embodiment of this invention. It is a figure which shows the structure of the control part shown in FIG. It is a figure which shows the waveform of the acceleration detection signal p. It is a figure for demonstrating the example of the transfer function H (s) used in the vibration load calculation part 15. FIG. It is a wave form diagram for demonstrating operation | movement of the control part shown in FIG. It is a figure which shows the structure of the control part concerning the 2nd Embodiment of this invention. It is a wave form diagram for demonstrating operation | movement of the control part shown in FIG. It is a flowchart for demonstrating operation | movement of the control part shown in FIG. It is a figure which shows the structure of a power window apparatus. It is a figure which shows an example of the problem in the pinch detection of a power window drive device.

Next, an embodiment of the present invention will be described with reference to FIGS.
[First Embodiment]
FIG. 1 is a diagram showing an example in which the present invention is applied to a power window driving device for an automobile, as an example of a control device for a vehicle opening / closing body according to the first embodiment of the present invention.
As shown in FIG. 1, the power window driving device 1 is a driving device for opening and closing a window glass 122 of a vehicle, and includes a motor (DC motor) 2, a rotation sensor 3 that detects the rotation of the motor 2, Generated by step-down or the like from a relay circuit 4 as switching means connected to both ends (plus terminal, minus terminal) of the motor 2, a voltage detection circuit 5 for detecting the drive voltage of the motor 2, a battery for driving the motor 2, etc. There are provided a power source 6, an operation switch 7 used when opening and closing the window glass 122, an acceleration sensor 8, and a control unit 10 that performs main control of the power window driving device 1. The control unit 10 is, for example, a microcontroller, a custom microcomputer, or the like, and includes a ROM, a RAM, an A / D converter (including a D / A converter if desired), a counter, an I, and the like. / O port, buffer output circuit, etc. are built-in.

  The relay circuit 4 is configured to include two relays on the UP side (window glass closing operation side) and DOWN side (window glass opening operation side), which are switching elements, and these two relays are respectively motor 2. Is connected to both terminals. That is, when the output signal from the control unit 10 is an UP (closed) signal, the UP-side relay is turned on and the DOWN-side relay is turned off. On the other hand, when the output signal from the control unit 10 is a DOWN (open) signal, the UP-side relay is turned off and the DOWN-side relay is turned on. As described above, when the output signal from the control unit 10 is switched between UP (closed) and DOWN (open), the direction of the current flowing in the motor 2 is reversed in the forward and reverse directions, and the rotation direction of the motor 2 is changed. It has become. As a result, the window glass 122 linked to the motor 2 is raised (UP) or lowered (DOWN) to perform an opening / closing operation.

  Moreover, the rotation sensor 3 is comprised by a rotary encoder, Hall IC, etc., for example. When the rotation sensor 3 is composed of a Hall IC, the rotation sensor 3 is out of phase with the rotation of the rotation shaft of the motor 2 by a sensor magnet (not shown) assembled to the rotation shaft (not shown) of the motor 2 ( For example, two signals (A phase and B phase) are output to the control unit 10. Then, the rotational speed and rotational direction (forward rotation and reverse rotation) of the motor 2 are determined based on the phase difference between the A-phase and B-phase signals. The voltage detection circuit 5 includes, for example, a resistance voltage dividing circuit and a filter circuit, and a signal that matches the drive voltage (terminal voltage) of the motor 2 with the input port (port connected to the A / D converter) of the control unit 10. It is a circuit for converting to a level.

  The operation switch 7 is a switch provided in a driver's seat or the like. The operation switch 7 includes an automatic operation switch 7a and a manual operation switch 7b. In accordance with each open / close operation signal (UP / DOWN operation signal) of the automatic operation switch 7a and the manual operation switch 7b, the relay in the relay circuit 4 is ON / OFF controlled by the control unit 10, and the motor 2 The window glass 122 is opened and closed by rotating forward or reverse.

The acceleration sensor 8 is a sensor for detecting the vibration of the vehicle (vehicle body). The acceleration sensor 8 is for detecting the influence (disturbance) that the vibration of the vehicle has on the motor load (motor output torque). As will be described later, the vibration load f due to the disturbance of the motor load is estimated from the acceleration detection waveform of the acceleration sensor 8, and the estimated load fo of the motor 2 is corrected by the vibration load f.
The acceleration sensor 8 can be attached to various places such as a vehicle (for example, a door panel), a motor 2 control device (mounted on a control board), a microcomputer (custom microcomputer, etc.) on the control board, and the like. Although it can be mounted, it is preferable to mount the motor 2 and the control device that can be easily modularized in a control module. For example, as shown in FIG. 9, the acceleration sensor 8 can be mounted on a control board in a control module 1 </ b> A that is integrated and attached to the motor 2.
When the acceleration sensor 8 is mounted on the window glass, it is necessary to avoid mounting on the window glass because the acceleration during normal sandwiching is also detected. As the acceleration sensor 8, a piezo-resistive sensor can be used, and a piezoelectric type or a capacitance type can be used.

(Description of the configuration of the control unit 10)
FIG. 2 is a schematic block diagram illustrating a configuration of the control unit 10 of the power window driving apparatus 1.
As shown in the figure, the control unit 10 includes, as its control configuration, a voltage detection unit 11, a rotation speed calculation unit 12, a motor acceleration calculation unit 12A, a motor position calculation unit 12B, and an estimated load calculation unit 13. A vibration detection unit 14, a vibration load calculation unit 15, a vibration removal load calculation unit 16, a pinch determination unit 17, and a drive control unit 18.

The voltage detection unit 11 receives a drive voltage signal of the motor 2 (a signal whose level has been converted by the voltage detection circuit 5) and detects the voltage of the motor 2. The signal of the drive voltage V of the motor 2 detected by the voltage detector 11 is output to the estimated load calculator 13.
The rotation speed calculation unit 12 calculates the rotation speed of the motor 2 based on a signal output from the rotation sensor 3 interlocked with the rotation of the motor 2. For example, when the rotation sensor 3 is composed of a rotary encoder, the number (or pulse interval) of pulse signals output from the rotation sensor 3 is determined at predetermined intervals using a counter (not shown) in the control unit 10. By measuring, the rotation direction and rotation speed (angular velocity) ω of the motor 2 are calculated. In addition, when the rotation sensor 3 is configured with a Hall IC, the rotation speed calculation unit 12 is based on two-phase (A phase and B phase) pulse waveforms and pulse intervals input from the rotation sensor 3. Then, the rotational direction and rotational speed ω of the motor 2 are calculated.
The rotation speed calculation unit 12 outputs a rotation direction signal and a rotation speed ω signal to the motor acceleration calculation unit 12A, the motor position calculation unit 12B, and the estimated load calculation unit 13.

  The motor acceleration calculation unit 12A calculates the motor acceleration (angular acceleration) dω based on the rotation speed (angular velocity) ω signal input from the rotation speed calculation unit 12, and sends the motor acceleration dω signal to the estimated load calculation unit 13. Output. Based on the rotational speed ω signal input from the rotational speed calculator 12 and the rotational direction signal of the motor 2, the motor position calculator 12 </ b> B corresponds to the position of the window glass 122 corresponding to the position of the window glass 122 from fully closed to fully open. The rotational position θ is calculated. More specifically, the number of pulse signals output from the rotation sensor 3 is counted, and this count value is set as the rotation position θ. The signal of the rotational position θ is output to the estimated load calculation unit 13.

  The estimated load calculation unit 13 calculates the estimated load fo of the motor 2 based on the drive voltage V of the motor 2, the rotational speed (angular velocity) ω of the motor 2, and the motor acceleration (angular acceleration) dω. Here, the estimated load fo can be calculated by the following equation (1) (see Patent Document 1).

        fo = (Bm + a) (ω0−ω) + b (V−V0) −Jm · dω (1)

  Here, Bm is the viscosity coefficient of the motor internal load, ω is the angular velocity, ω0 is the steady value of the angular velocity when no external load is applied, Jm is the moment of inertia of the device including the motor 2 (for example, the window opening and closing device), dω is the angular acceleration, a , B are constants specific to the motor 2. Note that (Bm + a) (ω0−ω) may be referred to as an angular velocity difference calculation term, b (V−V0) as a voltage difference calculation term, and Jm · dω as an angular acceleration calculation term (or inertia term).

The vibration detection unit 14 calculates an acceleration detection signal (waveform signal) p from the acceleration signal G detected by the acceleration sensor 8. For example, as shown in FIG. 3, the waveform signal of the acceleration detection signal p is calculated. In FIG. 3, the horizontal axis indicates the passage of time, and the acceleration detection signal p and the vibration load f are shown side by side in the vertical direction.
The vibration load calculation unit 15 calculates the vibration load f from the acceleration detection signal p. This vibration load f estimates the load disturbance of the motor 2 caused by the vibration of the vehicle. As shown in FIG. 3, the vibration load calculator 15 calculates the vibration load f using the transfer function H (s) based on the acceleration detection signal p generated at time t1. Details of the transfer function H (s) will be described later.

In the vibration removal load calculation unit 16, a signal of the vibration load f is input from the vibration load calculation unit 15, and a signal of the estimated load fo is input from the estimated load calculation unit 13. The vibration removal load calculating unit 16 subtracts the vibration load f from the input estimated load fo to calculate a vibration removal estimated load fo ′ (fo ′ = fo−f). The vibration removal load calculating unit 16 outputs a signal of the vibration removal estimated load fo ′ to the sandwiching determination unit 17. The pinch determination unit 17 determines whether or not the vibration removal estimated load fo ′ input from the vibration removal load calculation unit 16 exceeds a predetermined threshold (detected load) fh. When the estimated vibration removal load fo ′ exceeds a predetermined threshold value fh, the pinch determination unit 17 determines that a foreign object has been pinched in the power window, and outputs a pinch determination signal h to the drive control unit 18.
When the sandwiching signal h is input from the sandwiching determination unit 17, the drive control unit 18 drives the relay circuit 4 to drive to the power window DOWN side (downward side) or to stop the power window opening / closing operation. The motor 2 is controlled.

  In addition, each of the above-described functional units is configured such that the CPU of the microcontroller provided in the control unit 10 reads the program stored in the ROM built in the microcontroller and executes information processing and arithmetic processing. May be realized.

(Description of the configuration of the vibration load calculation unit 15)
A vibration load calculation unit 15 in the control unit 10 calculates a vibration load f due to vibration disturbance in the motor output based on the acceleration detection signal p generated by the vibration detection unit 14.
In the calculation of the vibration load f, the vibration load calculation unit 15 obtains the vibration load f from the acceleration detection signal p by a transfer function H (s) corresponding to a delay of the mechanical system until the vehicle vibration reaches the motor load. . Then, the vibration removal load calculating unit 16 calculates the vibration removal estimated load fo ′ in which the load fluctuation due to vibration is canceled by subtracting the calculated value of the vibration load f from the calculated value of the estimated load fo.

Hereinafter, a method for calculating the transfer function H (s) will be described.
FIG. 4 is a diagram for explaining a method of calculating the transfer function H (s). As shown in FIG. 4A, the vibration of the vehicle 21 is transmitted to the output shaft of the motor 2 through the window glass (window glass) 122 and an opening / closing mechanism that opens and closes the window glass 122, and the vibration load f of the motor 2 It becomes.
In FIG. 4 (A), p: vehicle vibration (acceleration G), y1: vehicle displacement, y2: window glass displacement (relative displacement seen from motor 2), k1: elastic coefficient between vehicle and window glass, k2: window Elastic coefficient between glass and motor, c1: damping coefficient between vehicle and window glass, c2: damping coefficient between window glass and motor, f: motor load (vibration load). As a result, the equations of motion of the system shown in FIG. 4A are as shown in the following equations (1-1) to (1-3).

  Laplace transform equations (2-1) to (2-3) shown below are obtained by performing Laplace transform on the equations of motion (1-1) to (1-3).

  From the Laplace conversion equations (2-1) to (2-3), the following equations (3-1) to (3-3) are obtained.

  From the formula (3-2), the following formula is obtained.

  By substituting this into the equation (3-1), the following equation (5-1) is obtained.

  Moreover, the following formula (6-1) is obtained from the formula (3-3).

  From the above equations (5-1) and (6-1), the transfer function H (s) becomes the following equation (7-1).

The transfer function H (s) is discretized and software processing is performed using a difference equation. In this case, as shown in FIG. 4B, first, with respect to the transfer function H (s) of the continuous time expression obtained as described above (the following equation (8-1)), “Z = e ^{− ST} ”is used for discretization (for example, bilinear transformation) to obtain coefficients A, B, C, D, E, a, b, c, and d in Equation (9-1) of the discrete time expression.

  Based on the discrete expression (9-1), the differential equation (10-1) shown below is obtained by using the sampling values from the previous four cycles of the acceleration detection signal p and the vibration load f to the present. The vibration load F is calculated by the used software processing.

  Each coefficient can be obtained by actual measurement (system identification) in addition to the theory (physical property value) in the system configuration in which the spring / mass / damper system shown in FIG. In the method obtained from this actual measurement, each coefficient is identified as a fourth-order system based on the data of the acceleration detection signal when the vibration is applied to the vehicle and the motor load data (vibration disturbance data).

(Description of operation of control unit 10)
Hereinafter, a specific control operation of the control unit 10 will be described with reference to FIG.
FIG. 5 is a waveform diagram showing the vibration load and the estimated load in the pinch detection performed by the control unit 10. In the figure, it is assumed that the power window UP side operation (window glass raising operation) has already started at time t = 0.

5A is a diagram illustrating a waveform example of the vibration load f generated with respect to the acceleration detection signal (waveform signal) p. In the figure, the horizontal axis indicates time, and the vertical axis indicates the level (acceleration, load) of each signal.
FIG. 5B is a diagram for explaining operations of the vibration load calculation unit 15, the vibration removal load calculation unit 16, and the pinch determination unit 17. In FIG. 5 (B), the horizontal axis indicates the passage of time. In the vertical direction, the waveform (−f) obtained by inverting the positive / negative polarity of the vibration load f, and the vibration removal when the foreign object indicated by the symbol a is sandwiched. The estimated load fo ′ and the vibration removal estimated load fo ′ at the time of the vibration disturbance indicated by the symbol b are shown side by side. Further, the detection load used for the pinching determination in the pinching determination unit 17 is set to fh.

  As shown in FIG. 5A, vibration is generated in the vehicle (vehicle body) at time t1, this vibration is detected by the acceleration sensor 8, and the acceleration detection signal p is generated by the vibration detector 14. The acceleration detection signal p is output to the vibration load calculation unit 15. The vibration load calculation unit 15 calculates the vibration load f by the transfer function H (s) based on the acceleration detection signal p. More precisely, the vibration load f (t) is calculated from the signal obtained by sampling the acceleration detection signal p by the above-described difference equation (see the difference equation F (t) in FIG. 4B).

(Example when there is no vibration disturbance and the estimated motor load fo increases due to pinching)
Next, FIG. 5B shows an example of the pinching detection process in the case where the vibration load f due to disturbance (vehicle vibration) is not generated, the foreign object is pinched and the motor estimated load fo gradually increases. The description will be given with reference. As shown in FIG. 5B, at time t = 0, the power window is already operating on the UP side (the rising side of the window glass), and the estimated load fo is calculated from the estimated load fo. It is assumed that the following signal is output.
In this state, pinching occurs at time t2. Due to the occurrence of the pinching, the estimated load fo (waveform indicated by the symbol a) output from the estimated load calculation unit 13 gradually increases from the load calculation value fc. Further, the vibration removal estimated load fo ′ (the waveform indicated by the symbol a) output from the vibration removal load calculating unit 16 gradually increases (in this example, since the vibration load f is not generated, “fo ′ = fo”). Is).

When the vibration removal estimated load fo ′ (waveform indicated by the symbol a) output from the vibration removal load calculating unit 16 gradually increases from time t2, and reaches the pinching detection load fh at time t3, the pinching determination unit 17 Occurrence of pinching is detected. In this case, the pinching detection load fh is set to a detection load value fh whose power window is larger by Δf than the load fc that normally operates on the UP side.
Thus, at time t3, the pinch determination unit 17 detects the pinch of the foreign matter, and the pinch determination unit 17 outputs the pinch determination signal h to the drive control unit 18. The drive control unit 18 drives the relay circuit 4 based on the pinch determination signal h input from the pinch determination unit 17 and reverses the motor 2 to drive the glass window downward, or stops the motor 2. Let

(Example when vibration load occurs)
Next, an example will be described in which vibration is applied to the vehicle, vibration disturbance (vibration load f) is generated in the motor output, and no foreign matter is caught. As shown in FIG. 5A, at time t1, vibration is generated in the vehicle body, this vibration is detected by the acceleration sensor 8, and an acceleration detection signal p is generated from the vibration detector 14. Based on the acceleration detection signal p, the vibration load calculation unit 15 calculates the vibration load f by the transfer function H (s) (more precisely, the difference equation F (t)), and the vibration load f is the vibration removal load. It is output to the calculation unit 16.

  On the other hand, as shown in FIG. 5B, the estimated load calculation unit 13 outputs an estimated load fo in which a vibration load is added to the load fc accompanying the rise of the window glass due to the influence of the vibration of the vehicle body from time t2. (Waveform indicated by symbol b ′).

The vibration removal load calculation unit 16 performs a process of subtracting the calculated value of the vibration load f from the load calculation value of the estimated load fo (waveform b ′) output from the estimated load calculation unit 13 (fo ′ = fo−f). ), A vibration removal estimated load fo ′ (waveform b) obtained by canceling the vibration disturbance (waveform b ′) of the estimated load fo caused by the vibration is output. Thereby, the calculated value of the estimated vibration removal load fo ′ does not exceed the detected load fh, and erroneous detection of pinching due to vibration can be avoided.
As a result, the pinching detection can be performed at an early stage, and the detection load fh used for the pinching detection determination can be set low.

As described above, there is a correlation between vehicle vibration (acceleration detection signal from the acceleration sensor 8) and motor load (disturbance load due to vibration), a spring system (elastic system), a mass system (mass system), and a damper system. It can be expressed by an nth-order lag transfer function in which (attenuation system) is connected.
Then, the vibration load f is calculated using the acceleration detection signal p and the transfer function, and the estimated load fo is corrected by the vibration load f, whereby the load fluctuation of the motor 2 during vibration (load fluctuation due to vibration disturbance) is calculated. It is possible to cancel and detect jamming detection without being affected by disturbance due to vibration.
This eliminates the need to increase the pinch detection load or allow the pinch detection timing to be delayed in order to allow for vibration disturbance, enabling pinch detection early and setting the pinch detection load low. Can do. In addition, since it is not necessary to reduce the sensitivity of pinching detection in order to prevent erroneous detection due to vibration disturbance, pinching can be detected with a low detection load as in the case of no vibration even when pinching occurs during vibration.

  Furthermore, if the acceleration sensor 8 is employed on two axes, it is possible to individually detect vertical vibration due to traveling and horizontal vibration when the door is closed, and to set and calculate a specific coefficient for each. These coefficients can be obtained from theory (physical property values) or actual measurement (system identification).

[Second Embodiment]
In the example described above, an example in which a fourth-order lag transfer function is used as the transfer function H (s) has been described. However, in order to increase the calculation speed, a first-order, second-order, or third-order lag transfer function is used. H (s) can also be used. As a second embodiment of the present invention, an example in which a first-order, second-order, or third-order low-order delay transfer function H (s) is used as the transfer function H (s) will be described.

  When this first-order, second-order or third-order low-order delay transfer function H (s) is used, the portion of the vibration waveform including the first peak point of the vibration load f has a waveform similar to the estimated load fo. However, since the second and subsequent vibration waveforms are added to the “extra-vibration due to higher-order frequencies” of the mechanical system, the waveforms are different. For this reason, the correction process using the vibration load f is performed on the estimated load fo only in the waveform portion including the first peak point.

  FIG. 6 is a diagram showing the configuration of the control unit 10A according to the second embodiment of the present invention. The control unit 10A shown in FIG. 60 is structurally different from the control unit 10 shown in FIG. 2 in that a vibration load value determination unit 19 shown in FIG. 6 is newly added to the control unit 10 shown in FIG. Other configurations are the same as those of the control unit 10 shown in FIG. For this reason, the same code | symbol is attached | subjected to the same component and the overlapping description is abbreviate | omitted.

  The vibration load value determination unit 19 inputs a signal of the vibration load f from the vibration load calculation unit 15 and determines whether or not the vibration load f satisfies a predetermined condition. As the predetermined condition, as will be described later, the vibration load f exceeds a predetermined specified value (threshold value f1) (f ≧ f1), and a state in which the vibration load f exceeds the threshold value f1 first exceeds the threshold value f1. Whether or not it is within time T1 is used. When this condition is satisfied, a signal of the vibration load f (calculated value of f) is output to the vibration removal load calculation unit 16.

  In the configuration of the control unit realized in the control unit 10A, the control operation will be described below with reference to FIG. In FIG. 7, it is assumed that the power window UP-side operation (window glass raising operation) has already started at time t = 0.

7A shows a waveform example of the vibration load f generated with respect to the acceleration detection signal (waveform signal) p. The horizontal axis indicates time, and the vertical axis indicates the level of the acceleration detection signal p and the vibration load f.
FIG. 7B is a diagram for explaining operations of the vibration load calculation unit 15, the vibration load value determination unit 19, the vibration removal load calculation unit 16, and the pinch determination unit 17. The waveform indicated by the symbol a is the vibration removal estimated load fo ′ when the foreign object is caught, and the waveform indicated by the symbol b is the vibration removal estimated load fo ′ during the vibration disturbance. In FIG. 7B, the horizontal axis indicates time, the vertical axis indicates a waveform (−f) in which the positive and negative polarities of the vibration load f are reversed, and the estimated removal loads fo ′ for each of the foreign object vibration and vibration disturbance vibration. The respective sizes are shown. Moreover, the detection load used for the pinch determination in the pinch determination unit 17 is indicated as fh.

  As shown in FIG. 7A, vibration is generated in the vehicle (vehicle body) at time t1, this vibration is detected by the acceleration sensor 8, and the acceleration detection signal p is generated by the vibration detector 14. Based on the acceleration detection signal p, the vibration load calculation unit 15 generates a vibration load f and outputs it to the vibration load value determination unit 19.

(Example when there is no vibration disturbance and the estimated motor load fo increases due to pinching)
Next, FIG. 7B shows an example of the pinching detection process in the case where the vibration load f due to disturbance (vehicle vibration) is not generated and the foreign object is pinched and the motor estimated load fo gradually increases. The description will be given with reference. As shown in FIG. 7B, at time t = 0, the power window is already operating on the UP side (the rising side of the window glass) and the estimated load fo is calculated from the estimated load fo by the calculated value fc. It is assumed that the following signal is output.
In this state, pinching occurs at time t2. Due to the occurrence of the pinching, the estimated load fo (waveform indicated by the symbol a) output from the estimated load calculation unit 13 gradually increases from the load calculation value fc. Further, the vibration removal estimated load fo ′ (the waveform indicated by the symbol a) output from the vibration removal load calculating unit 16 gradually increases (in this example, since the vibration load f is not generated, “fo ′ = fo”). Is).

When the estimated vibration removal load fo ′ (the waveform indicated by symbol a) output from the vibration removal load calculation unit 16 gradually increases from time t2, and reaches the pinching detection load fh at time t4, the pinch determination unit 17 Occurrence of pinching is detected. In this case, the pinching detection load fh is set to a detection load value fh whose power window is larger by Δf than the load fc that normally operates on the UP side.
Thus, at time t4, when the pinch determination unit 17 detects the pinching of the foreign object, the drive control unit 18 reverses the motor 2 through the relay circuit 4 to drive the window glass downward, or the motor 2 To stop opening and closing the window glass.

(Example when vibration load occurs)
Next, an example will be described in which vibration is applied to the vehicle, vibration disturbance occurs in the motor output, and no foreign object is caught. As shown in FIG. 7A, at time t1, vibration is generated in the vehicle body, this vibration is detected by the acceleration sensor 8, and an acceleration detection signal p is generated from the vibration detector 14. Based on the acceleration detection signal p, the vibration load calculation unit 15 calculates the vibration load f by the transfer function H (s), and outputs the calculated vibration load f to the vibration load value determination unit 19.

On the other hand, as shown in FIG. 7B, after time t2, an estimated load fo in which vibration disturbance is added to the load fc accompanying the rise of the window glass is output from the estimated load calculation unit 13 due to the influence of the vibration of the vehicle body. (Waveform indicated by symbol b ′).
At time t3, when the vibration load f output from the vibration load calculation unit 15 exceeds the threshold f1, a signal of the vibration load f is output from the vibration load value determination unit 19 to the vibration removal load calculation unit 16. The Here, the threshold value f1 is set to be not less than the amplitude value of small vibrations in a range where no erroneous detection of pinching occurs and not more than the pinching detection threshold value (detection load fh).

  When a signal of the vibration load f is output from the vibration load value determination unit 19 to the vibration removal load calculation unit 16 at time t3, the vibration removal load calculation unit 16 estimates only during time T1 until time t5. Correction processing for the estimated load fo input from the load calculation unit 13 is performed. In this correction process, a process of subtracting the calculated value of the vibration load f from the calculated value of the estimated load fo (waveform b ′) is performed (fo ′ = fo−f).

For this reason, during the time T1 from time t3 to time t5, the output fo ′ (waveform b) of the vibration removal load calculating unit 16 cancels the vibration load f from the estimated load fo (waveform of the symbol b ′) ( The estimated load fo is added to the vibration load -f having the reverse polarity. Accordingly, the output of the vibration removal load calculation unit 16 (vibration removal estimated load fo ′) becomes a constant value as shown by the waveform b during the time T1, and does not exceed the detected load fh. 17 can avoid erroneous detection of pinching.
In this way, vibration disturbance of the estimated load fo caused by vibration can be canceled by the vibration load f, so that pinch detection can be performed at an early stage, and the detection load used for pinch detection determination is set low. can do.

FIG. 8 is a flowchart showing the flow of the vibration load correction process in the control unit 10A described above. Hereinafter, the flow of the vibration load correction processing in the control unit 10A will be described with reference to the flowchart shown in FIG.
The vibration load calculation unit 15 obtains the vibration load f by the transfer function H (s) (more precisely, the above-described difference equation F (t)) based on the acceleration detection signal p calculated by the vibration detection unit 14 ( Step S11).

  When the vibration load value determination unit 19 determines that the vibration load f is greater than or equal to the specified value (threshold value) f1, the vibration load f is further increased by the vibration load f initially greater than or equal to the specified value f1 (f ≧ It is determined whether or not it is during the specified time T1 (within the specified time T1) after the time f1) is reached (step S12). This specified value f1 is set to be not less than the amplitude value of the small vibration in the range where no erroneous detection processing is performed in the pinch detection and not more than the pinch detection threshold (detection load fh). The time T1 is set to the time until the positive vibration having the first peak after the detection of “f ≧ f1” is eliminated. As shown in FIG. 3, the first positive vibration of the acceleration detection signal p is set. It is set based on time T (time t1 to time t2) until there is no more. For example, the time T1 is an approximate value of the time T shown in FIG.

  The portion of the vibration waveform (range of time T1) including the first peak point of the estimated load fo indicated by the waveform b ′ in FIG. 7B is the vibration load f calculated based on the acceleration detection signal p. Although the waveforms have the same shape, the second and subsequent vibration waveforms are different from each other because they are added to the “extra-vibration due to higher-order frequencies” of the mechanical system. Therefore, the correction process is performed only for the time T1. As a reference example, for running vibration, the acceleration G is about 1 to 20 G, and the vibration frequency is about 2 to 30 Hz. As for the door closing vibration, the acceleration G is about 20 to 40 G, and the vibration frequency is about 2 to 50 Hz.

  Returning to the flowchart of FIG. 8, if it is determined in step S12 that “f ≧ f1” is not satisfied or not within the specified time T1 (within T1) (No in step S12), the vibration removal load calculating unit 16 Then, the estimated load fo is output as it is as the vibration removal estimated load fo ′ to the pinching determination unit 17 without performing a correction operation with the vibration load f (fo ′ = fo) (step S13). In this case, the vibration load f is small (small vibration), or the similarity between the waveform of the vibration load f calculated based on the acceleration detection signal p and the vibration disturbance waveform in the estimated load fo is not good. Let “fo ′ = f”.

On the other hand, if it is determined in step S12 that “f ≧ f1” and the time is within the specified time T1 (within T) (Yes in step S12), the vibration removal load calculating unit 16 firstly generates vibration. It is determined whether or not the load f is positive (step S14).
If f is a negative value (f <0) (No in step S14), the estimated load fo is directly output to the pinch determination unit 17 as the vibration removal estimated load fo ′ (fo ′ = fo) (step S15). ). This is to prevent correction in the direction in which the phase of the vibration load f shifts and the amplitude increases.

  On the other hand, if “f ≧ 0” is determined in step S14 (Yes in step S14), the vibration load f is subtracted from the estimated load fo, and the vibration removal estimated load fo ′ in which the load fluctuation at the time of large vibration is offset is canceled. Is obtained (step S16).

  As described above, in the second embodiment, the vibration load f is used using the first-order, second-order, or third-order transfer function H (s) without using the fourth-order higher-order transfer function H (s). Can be calculated and the vibration disturbance of the motor load can be removed. As a result, the calculation amount associated with the calculation of the vibration load f can be reduced and the calculation time can be shortened. Further, by excluding vibration disturbance from the estimated load fo of the motor 2, it becomes possible to detect jamming at an early stage, and The detection load for determining the pinching can be set small.

  In the first and second embodiments described above, the example of the power window driving device that opens and closes the window glass of the vehicle has been described as an example of the control device of the vehicle opening / closing body. However, the present invention is not limited to this. Absent. For example, the control device for a vehicle opening / closing body of the present invention may be used for opening / closing a sunroof and a sliding door.

  As mentioned above, although embodiment of this invention was described, the control apparatus of the vehicle opening / closing body of this invention is not limited only to the above-mentioned illustration example, In the range which does not deviate from the summary of this invention, it changes variously. Of course, can be added.

DESCRIPTION OF SYMBOLS 1 ... Power window drive device, 1A ... Control module, 2 ... Motor, 3 ... Rotation sensor, 4 ... Relay circuit, 5 ... Voltage detection circuit, 6 ... Power supply, 7 ... Operation switch, 8 ... Acceleration sensor 10, 10A ... Control unit, 11 ... voltage detection unit, 12 ... rotational speed calculation unit, 12A ... motor acceleration calculation unit, 12B ... motor position calculation unit, 13 ... estimated load calculation unit, 14 ... vibration detection unit, 15 ... vibration load calculation unit, DESCRIPTION OF SYMBOLS 16 ... Vibration removal load calculation part, 17 ... Pinch determination part, 18 ... Drive control part, 19 ... Vibration load value determination part

Claims (9)

A control device for a vehicle opening / closing body that drives an opening / closing body attached to a vehicle with a motor,
A vibration detector that detects the vibration of the vehicle as an acceleration detection signal using an acceleration sensor;
An estimated load calculation unit for calculating an estimated load of the motor;
Based on an acceleration detection signal detected by the vibration detection unit and a predetermined transfer function, a vibration load calculation unit that calculates a vibration load in which the vibration appears as a load on the motor;
A vibration removal load calculation unit that corrects the calculated value of the estimated load calculated by the estimated load calculation unit with the calculated value of the vibration load calculated by the vibration load calculation unit;
A pinch determination unit that determines the presence or absence of pinching of an object based on the load calculation value corrected by the vibration removal load calculation unit;
A control device for an opening / closing body for a vehicle. The transfer function used when calculating the vibration load based on the acceleration detection signal is:
The transfer function indicating a relationship between an acceleration detection signal detected by the vibration detection unit and a vibration load signal in which the vibration of the vehicle appears as a motor load via the opening / closing body. Item 2. The control device for a vehicle opening / closing member according to Item 1. The transfer function is
An nth-order lag transfer function in which an elastic system, a mass system, and a damping system including a vehicle, a vehicle opening / closing body attached to the vehicle, and a vehicle opening / closing body driving mechanism driven by a motor are connected. The control device for a vehicle opening / closing body according to claim 2, characterized in that: 4. The vehicle transfer device according to claim 3, wherein the transfer function is a fourth-order delayed transfer function having a second-order Laplace transform operator in a numerator and a fourth-order Laplace transform operator in a denominator. Control device for opening and closing body. The transfer function is a first-order, second-order, or third-order lag transfer function;
When it is determined whether or not the vibration load exceeds a predetermined threshold, and when it is determined that the vibration load exceeds a predetermined threshold, the vibration load A vibration load value determination unit that determines whether or not the vibration load is calculated within a predetermined time after exceeding
The vibration removal load calculating unit
When it is determined that the condition is satisfied by the vibration load value determination unit, the calculated value of the estimated load calculated by the estimated load calculation unit is corrected by the calculated value of the vibration load calculated by the vibration load calculation unit. The control device for a vehicle opening / closing body according to claim 3. The said predetermined time is set according to the period of the part of the vibration waveform including the first peak point in the waveform of the acceleration detection signal detected using the said acceleration sensor. Control device for vehicle opening / closing body. The control device for a vehicle opening / closing body according to any one of claims 1 to 6, wherein the acceleration sensor is provided on a control board on which a motor control circuit is mounted. The control device for the opening and closing body for a vehicle further includes a rotation speed calculation unit that detects a rotation speed of the motor,
A rotational acceleration calculator for detecting rotational acceleration of the motor;
A voltage detector for detecting a driving voltage of the motor;
Have
The control device for a vehicle opening / closing body according to any one of claims 1 to 7, wherein the estimated load calculation unit calculates an estimated load from a rotation speed, a rotation acceleration, and a drive voltage of the motor. The control device for a vehicle opening / closing body according to any one of claims 1 to 8, wherein the vehicle opening / closing body is a power window for opening and closing a vehicle window.

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