JP4923526B2 - Car dash module loading device - Google Patents

Description

  The present invention relates to a dash module loading device for an automobile that loads a dash module in which various parts are assembled into a vehicle interior from a door opening in a vehicle body.

  In the car body assembly process, various parts around the dash of the car body, that is, air conditioning units, ducts, instrument panels, audio units, and electrical systems are assembled in order from the individual parts to the car body. A method is adopted in which a module that is pre-packaged with a steering member as a center is brought into a vehicle compartment and assembled.

  In addition to the fact that the steering member itself has a length approximately the same as the vehicle interior width dimension, the above-mentioned module is also in a state in which various components are attached to the steering member, and the weight has increased. For this reason, a method using an arm-type assisting device that moves in synchronization with the vehicle body is effective for carrying it into a predetermined position of the vehicle body conveyed by the conveyor in the vehicle body production line.

  For example, in Patent Document 1 below, a device that mounts a hand that holds a module on the lower end of an arm suspended from a ceiling and carries the module into the vehicle compartment so that the operator does not interfere with the vehicle body by operating the hand. Is disclosed.

  Further, in Patent Document 2 below, a door opening in a vehicle body is provided by a fixing portion that extends in a direction corresponding to the vehicle width direction of the dash module held by the hand and is positioned at the tip of a slide rail integrated with the hand. The periphery of the part is fixed, the slide rail is slid with respect to the fixed part while rotating in a plane perpendicular to the vertical direction of the vehicle body with the fixed part as a fulcrum, and is pushed into the vehicle interior together with the dash module An automobile dash module carry-in device is disclosed.

According to Patent Document 2, the periphery of the door opening is fixed by a fixing portion provided on the slide rail so as to be slidable, and a fixing portion having a rotation center axis (θ axis) in the vertical direction of the vehicle body is used as a rotation fulcrum. Since the hand integrated with the slide rail is pushed into the vehicle interior with mechanical insertion restrictions applied, interference with the door opening of the dash module is avoided, and it is easy to carry the dash module into the vehicle interior. .
JP-A-6-87476 JP 2001-163279 A

  However, the interference site is not visible at all from the standing position where the worker is working. For this reason, in the conventional apparatus, two workers on the feeding side and the drawing side work together to move the dash module around the vehicle width direction (X direction) and the θ axis (the center axis in the vehicle body vertical direction). And bring it into the car.

  In recent years, with the increase in the size of the dash module and the reduction in the size of the door opening, a configuration with a small mounting clearance, for example, a configuration between the dash module and the vehicle body or between the hand and the vehicle body is narrow. Also, the mounting conditions and mounting trajectories vary depending on the vehicle type. Furthermore, the position of the vehicle body on the conveyor may vary in millimeters. Accordingly, there is an environment in which an operator's operation error (human error) or the like is likely to occur, and there is a problem that it takes time and labor to position the module so as not to cause interference.

  Accordingly, an object of the present invention is to enable a single operator to easily carry a module in which various components around the dash are assembled into a vehicle.

In order to achieve such an object, a dash module carry-in device according to the present invention is a dash module carry-in device that carries a dash module in which various parts are assembled into a vehicle interior from a door opening, and a hand that holds the dash module; A slide rail that extends in the vehicle width direction and is integrated with the hand, and is coupled to the slide rail so as to be rotatable and slidable about the vertical direction of the vehicle body as a center axis. A fixed portion fixed to the periphery, and a rotation control unit that rotates the slide rail around the central axis as a rotation axis so as to change the direction of the dash module following the slide movement position of the slide rail. The rotation control unit is measured by the measurement unit that measures the slide movement position and the measurement unit. A setting unit that sets a rotation position corresponding to the slide movement position; and an electric motor that rotates the slide rail to the set rotation position, and further, the rotation position corresponding to the slide movement position for each vehicle type. a position information storage section that stores the teaching process, the setting unit, in accordance with the vehicle type in which various parts are assembled, Shi read out the rotational position corresponding to the sliding movement position from the positional information storage unit Furthermore, a current information storage unit that stores an increase / decrease reference pattern of the current flowing through the motor according to the slide movement position of the slide rail, and when the current flowing through the motor deviates from the increase / decrease reference pattern, Determining means for determining .

  In the dash module carry-in device of the present invention, a smooth carry-in operation is obtained because the dash module is automatically provided with a turning motion about the vertical direction of the vehicle body following the carry-in stroke, that is, the slide movement position. Can do. Therefore, the in-plane rotation position of the dash module corresponding to the slide movement position is determined, and the operator can complete the carry-in work by pushing the dash module alone.

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

  FIG. 1 shows a state in which a dash module M is being carried into a passenger compartment of a car by a car dash module carrying-in device showing an embodiment of the present invention. A door 7 is attached to the vehicle body 5, and the dash module M is carried in from the door opening 9 of the vehicle body 5. At the time of this carrying-in operation, the vehicle body 5 is conveyed by a conveyor as a conveying device (not shown) in the direction of arrow A corresponding to the front side thereof, and in synchronization with this, the hand 11 holding the dash module M is also It moves in the same direction together with the assisting device 13 that supports the hand 11.

  FIG. 2 is a side view as seen from the door opening 9 side (however, the door 7 is omitted). The dash module M described above has a length that fits in the vehicle interior width dimension. With the steering member 15 extending in the width direction as a center, various components such as an air conditioning unit 17 and a duct 19, an audio unit and an electrical system (not shown), and an instrument panel 21 are assembled in advance and modularized. .

  The hand 11 that holds the dash module M having these various parts includes a main frame 23 having substantially the same length as the dash module M, as shown in a perspective view in FIG. Steering member grippers 27 and 29 are attached to the upper surface of the right end portion in FIG. 3 of the main frame 23 and the upper surface in the vicinity of the left end portion, respectively.

  Steering member gripping tools 27 and 29 protrude toward the front side of the vehicle body in FIG. 1 and have L-shaped arm portions 31 and 33, and are provided at the upper ends of the arm portions 31 and 33 and near both ends of the steering member 15. It is comprised from the holding parts 35 and 37 which hold | grip. The grips 35 and 37 are provided with recesses 35a and 37a for accommodating the steering member 15, respectively.

  On the side of the main frame 23 near the steering member gripping tool 27 on the front side of the vehicle body, the dash module M gripped by the steering member gripping tools 27 and 29 is counterclockwise in FIG. In order to hold the normal posture by restricting the rotation of the air conditioning unit 17, a support portion 39 that supports the lower portion of the air conditioning unit 17 is attached. The support portion 39 has a vertical plate 43 fixed to the top surface of the tip of an L-shaped support plate 41 and supports the air conditioning unit 17 on the support plate 41 in front of the vertical plate 43.

A slide rail 45 is integrally provided on the side surface of the main frame 23 in FIG. As shown in FIG. 2, a slide fitting tool 47 is fitted to the slide rail 45 so as to be slidable. The vehicle body as a fixed portion is fixed to the slide fitting tool 47 via an L-shaped bracket 49. A clamp portion 51 is attached.
The slide rail 45 and the slide fitting tool 47 are linear scales that continuously generate pulses with a predetermined resolution as a position sensor that detects a position (X direction) corresponding to the vehicle width direction of the dash module. It has.

  The vehicle body clamp portion 51 clamps and fixes the flange 53a in the center pillar portion 53 of the vehicle body 5, and the dash module M that is held by the main frame 23 integrated with the slide rail 45 in a state where the flange 53a is clamped and fixed. At the same time, it can move in the direction indicated by arrow B in FIG.

  An operation bar 59 for gripping the hand 11 for the operator to operate is attached via a pair of holding blocks 61 at an upper portion slightly closer to the steering member gripping tool 27 than the central portion in the longitudinal direction of the main frame 23.

  In addition, the vehicle body clamp portion 51 can move in a direction in which the pair of clamp pieces 55 approach and separate from each other by a built-in cylinder mechanism, thereby enabling clamping and unclamping operations with respect to the flange 53a.

  Furthermore, the vehicle body clamp part 51 is rotatable with respect to the bracket 49 about a rotation support shaft 57 that extends in the vertical direction in FIGS. 2 and 3. The rotation support shaft 57 has an upper end fixed to the vehicle body clamp portion 51, and a lower end fixed to the output shaft of a motor 58 that is an electric motor with a speed reduction mechanism attached to the bracket 49.

  Therefore, when the motor 58 is energized with the vehicle body clamp 51 clamped to the flange 53a of the center pillar 53, the main frame 23 rotates in the direction indicated by the arrow θ in FIG. As a result, the dash module M that is driven and held by the main frame 23 can turn with respect to the vehicle body clamp portion 51, that is, the vehicle body 5 as shown in FIG. .

  The lower end of the connecting rod 63 is fixed to the upper surface of the left end of the hand 11 in FIG. 1, and the upper end of the connecting rod 63 is connected to one end of the secondary arm 65 in the assisting device 13 described above. Are connected so as to be rotatable about the extending direction of the center axis. The other end of the secondary arm 65 is rotatably connected to the lower end of the primary arm 67 via a rotary connecting shaft 69 whose center axis is the vertical direction in the drawing. And the upper end of the primary arm 67 is connected with the upper part of the assisting device main body 71 so that rotation in the up-down direction is possible.

  When the dash module M is carried into the vehicle interior of the vehicle body 5 by the dash module carry-in device as described above, the door 7 is attached to the vehicle body 5, so Along with the movement, a carry-in trajectory of gradually rotating from a state inclined with respect to the vehicle body 3 is obtained.

  At the time of this carrying-in work, the vehicle body clamp part 51 is moved to the front end side in the carrying-in direction with respect to the door opening 9 of the slide rail 45, and the operator grasps the operation bar 59 and holds the hand 11 holding the dash module M. The assisting device 13 is moved in an appropriate direction so that the carrying-in locus is obtained.

  Then, around the time when the dash module M reaches the position M3 in FIG. 4 with respect to the vehicle body 5, a predetermined vertical position of the flange 53a in the center pillar portion 53, that is, the vertical direction of the dash module M by the vehicle body clamp portion 51. The position at which the height position matches the assembly position on the vehicle body 5 is clamped. Thereby, the hand 11 is positioned with respect to the vehicle body 5.

  After the clamp is fixed, as shown in the simplified diagram of FIG. 4, the slide rail 45 is moved from the position M3 in the state where the flange 53a is clamped and fixed by the vehicle body clamp portion 51 to the positions M4, M5 and M6. The dash module M is pushed into the vehicle compartment together with the hand 11 by sliding with respect to the clamp portion 51. At this time, the rotation support shaft 57 is controlled by the rotation control unit including the motor 58 so as to change the direction of the dash module M following the slide movement position of the slide rail 45 as shown in FIG. The slide rail 45 is rotated clockwise. In FIG. 5, the vehicle interior is on the right side of the two-dot chain line L in the vertical direction.

  When the dash module M is completely pushed into the vehicle interior and reaches a position M6 that faces the normal mounting position of the vehicle body 5, the clamp fixing to the flange 53a by the vehicle body clamp portion 51 is released. In this state, the dash module M is moved forward together with the hand 11 to be set at a proper mounting position of the vehicle body 5, and a predetermined fixing operation is performed.

  When the dash module M is fixed to the vehicle body 5, the hand 11 is lowered and moved to the rear of the vehicle body, and retracted from the door opening 9 to the outside of the vehicle so as not to interfere with the dash module M and the door opening 9. The assisting device 13 after the hand 11 is retracted to the outside of the vehicle moves backward to the standby position in the direction opposite to the conveying direction of the vehicle body 5 in order to carry the dash module into the next vehicle body.

  In the above embodiment, the flange 53a is clamped and fixed by the vehicle body clamp portion 51. However, instead of the vehicle body clamp portion 51 as a fixing portion, the striker 73 of the door lock mechanism shown in FIG. A locating pin 75 as a hooking portion as shown in FIG. 5 may be inserted and positioned from above into a space 77 between the striker 73 and the vehicle body 5 side. In this case, since the mounting vertical position of the striker 73 with respect to the vehicle body 5 is determined, the vertical positioning operation of the hand 11 with respect to the vehicle body 5 can be reliably performed by the striker 73.

  FIG. 6 shows another structure (X gripping method) of the hand 11 that holds the dash module M. The main frame 23 is slightly longer than the dash module M, and the hand 11 The operation grips 78 and 79 corresponding to the above are provided, and only one operator can easily carry in by hand pushing. Further, grip arms 81 and 83 for gripping the dash module M from both sides are extended to the side corresponding to the front side of the vehicle body at the right end and the left end in FIG. Yes. At the tips of both grip arms 81 and 83, grip pins 86 and 87 are provided at two positions in the upper and lower directions inward in the vehicle body width direction, and slide cylinders (not shown) provided at the tips of the grip arms 81 and 83 are provided. Thus, the dash module M is configured to be fitted into the grip locating hole (not shown) of the dash module M from both sides.

  As shown in FIG. 5, the fixing portion has a structure in which a locating pin 75 is inserted and positioned with respect to the striker 73 of the door lock mechanism.

  FIG. 7 is a cross-sectional view of the structure of the fixed portion. A slide rail 45 (hereinafter also referred to as a “magnetized rail”) 45 is integrally formed on the lower surface of the main frame 23 below the vehicle body. A slide fitting tool (hereinafter also referred to as “magnetic sensor”) 47 functioning as a magnetic sensor is fitted to the slide rail 45 so as to be slidable. The magnetized rail 45 and the magnetic sensor 47 constitute a position sensor 48 for detecting the position in the direction (X direction) corresponding to the vehicle width direction of the dash module, and a linear scale that continuously generates pulses with a predetermined resolution. It is the composition which gives.

  In addition, a locating pin 75 serving as a hooking portion of the fixed portion is attached to the slide fitting 47 via an L-shaped bracket 49. Furthermore, a motor 58 is attached to the L-shaped bracket 49, and the main frame 23 is pivoted about the rotation support shaft 57 as a central axis.

  FIG. 8 shows another configuration, which is an example in which a motor 58 with a speed reduction mechanism is positioned directly below the main frame 23.

  In the present invention, the rotation control is performed from the position M3 to the positions M4, M5, and M6 (see FIG. 4) in a state where the body clamp part 51 is fixed to the flange 53a or the locate pin 75 is fixed to the striker 73. Is made.

  FIG. 9 is a block diagram showing the configuration of the rotation control unit. The rotation control unit includes a position calculation unit configured by the computer 100, an interference unit position calculation unit, an interference avoidance control unit that releases the motor, an error processing unit, a memory, and the like, and the above-described motor 58 and its motor drive circuit 85. , A rotation sensor 87 for detecting the rotation angle of the motor 58, a display / sound device 89 for notifying the operator of the interference part at all, and automatically locking the slide movement of the slide rail 45 in the event of an abnormality. It has a lock mechanism 91 and the like. The interference avoidance control unit and the lock mechanism 91 are provided to minimize damage to equipment and parts.

  An operation mode signal (automatic / single / teaching), a vehicle type signal, a work start signal, a work restart signal, a work completion signal, an emergency (line) stop signal, etc. are input to the computer 100 of the rotation control unit. ing. In addition, the computer 100 gives a position control signal to the motor drive circuit 85 to rotate the motor 58. The computer 100 receives the current rotational position (θ) from the rotation sensor 87 attached to the shaft of the motor 58 as an input, and receives the slide movement position (X) based on the signal from the position sensor 48 as an input. Then, while monitoring the motor current value signal (J) in the motor drive circuit 85, the rotation support shaft 57 is rotated following the slide movement position (X) of the slide rail 45, and the direction (rotation angle) of the dash module M is rotated. The rotation control is performed to change θ).

  FIG. 10 is a block diagram showing the configuration of the rotation control unit described above according to the main functions.

  The rotation control unit receives a pulse signal from the position sensor 48 and measures the slide movement position (X), and a target rotation position (X) corresponding to the slide movement position (X) measured by the measurement unit. a setting unit 102 that sets θ), a motor 58 that is driven by the drive circuit 85 under the instruction of the setting unit 102, and that rotates the slide rail 45 (main frame 23) to the set target rotation position (θ); Have In order to determine whether or not the set target rotational position (θ) has been reached, a comparison unit 105 is provided between the setting unit 102 and the drive circuit 85, and the target rotational position ( θ) is compared with the current rotation position from the rotation sensor 87, and when the two coincide, the drive command to the drive circuit 85 is stopped.

  Further, a position information storage unit 104 is provided for storing the rotation position corresponding to the slide movement position for each vehicle type by the teaching process 103. And the said setting part 102 becomes a structure which reads the target rotational position ((theta)) corresponding to the said slide movement position (X) from the said position information storage part 104 according to the vehicle model in which various components are assembled | attached.

  Furthermore, a current detection circuit 106 that detects a current value flowing through the motor 58, and a current information storage unit 107 that stores an increase / decrease reference pattern of the current flowing through the motor 58 according to the slide movement position (X) of the slide rail 45; When the motor current value (J) detected by the current detection circuit 106 deviates from the increase / decrease reference pattern, the determination unit 108 determines that a carry-in abnormality has occurred.

  In addition, it has a lock mechanism 91 that locks the slide rail 45, that is, the main frame 23, so as not to slide when it is determined that the carry-in is abnormal. Further, a stop unit which is interposed between the output shaft of the motor 58 and the rotation support shaft 57 and stops supplying the rotational force by the motor 58 to the slide rail when it is determined that the carry-in is abnormal. 93.

  If comprised in this way, following a carrying-in stroke, ie, a slide movement position, by giving the dash module a motion around the θ-axis with the vertical direction of the vehicle body as the central axis (θ-axis), a smooth carrying-in operation is achieved. I can. That is, the rotational position in the dash module plane corresponding to the carry-in stroke is determined, and the operator can complete the carry-in work by pushing the dash module alone. The carry-in speed can be performed according to the work pace of the worker, and can be carried in reliably. Also, if the motor current monitored during work deviates from the increase / decrease reference pattern, it is determined that there is a loading error, the work is stopped by locking the slide rail, and the rotation control by the motor is released. Done appropriately.

  FIG. 11 shows an example of an X-θ command diagram in which the relationship between the slide movement position (X) and the target rotation position (θ) is clarified. The horizontal axis indicates the number of pulses from the origin O in FIG. 6 of the position sensor 48, that is, the slide movement position (X) obtained through the measurement unit 101, and the vertical axis indicates the target rotation position (θ) of the rotation sensor 87. . In the X-θ command diagram of FIG. 11, P0 to P3 are teaching locus points to be taught, and the motor 58 is stationary at the target rotational position θ1 until the insertion locus points P0 to P1, that is, the slide movement positions X0 to X1. Then, from the input trajectory points P1 to P2, that is, from the slide movement positions X1 to X2, the motor 58 is rotated to change to the target rotation positions θ1 to θ2, and then to the input trajectory points P2 to P3, that is, the slide movement positions. X2 to X3 indicate that the motor 58 is controlled to be stationary at the target rotational position θ2.

  Such throwing locus points P0 (X0, θ0), P1 (X1, θ1), P2 (X2, θ2), and P3 (X3, θ3) are clarified by teaching of the teaching process 103 for each vehicle type. Stored in the position information storage unit 104, a corresponding X-θ command diagram is created. Steps S1 to S3 in the teaching process flow of FIG. 13 show the teaching process so far.

  In FIG. 10, the setting unit 102 stores the data of the insertion locus points P0 (X0, θ0), P1 (X1, θ1), P2 (X2, θ2), and P3 (X3, θ3) read from the position information storage unit 104. That is, according to the target rotation position (θ) corresponding to the slide movement position (X), the target rotation position (θ) corresponding to the current slide movement position (X) obtained from the measurement unit 101 is sequentially output. In response to this, the comparison unit 105 activates the motor 58 by operating the drive circuit 85 at a predetermined slide movement position. When the current rotation position (θ) obtained from the rotation sensor 87 reaches the target rotation position (θ), the drive circuit 85 is deactivated and the rotation of the motor 58 is stopped.

  Thus, the dash module M held by the main frame 23 integrated with the slide rail 45 is automatically turned by the motor 58 with respect to the vehicle body 5 about the rotation support shaft 57 at the predetermined slide movement position. Moved. Therefore, it becomes possible to carry the dash module into the vehicle with the turning movement as shown in FIG. 4 simply by arranging one worker on the feeding side.

  Next, FIG. 12 shows an increase / decrease reference pattern of the current (J) flowing through the motor in accordance with the slide movement position and the normal current regarded as being within the range of the increase / decrease reference pattern when passing through the closing locus (FIG. 11). An example of a value range (hereinafter simply referred to as “OK range”) is shown. The horizontal axis indicates the number of pulses from the origin O in FIG. 6 of the position sensor 48, that is, the slide movement position (X) obtained through the measurement unit 101, and the vertical axis indicates the current value of the motor 58 obtained from the current detection circuit 106. (J) is shown.

  In the case of the increase / decrease reference pattern shown here, the motor current value J1 when the motor is stopped is at the slide movement positions X0 to X1, and the motor current value J2 when the motor is rotating at the slide movement positions X1 to X2. This is a current increase / decrease reference pattern in which the motor returns to the stopped motor current value J1 at the slide movement positions X2 to X3. An increase / decrease width of several percent from the current value of the increase / decrease reference pattern is regarded as a normal current value range (OK range) that does not deviate from the increase / decrease reference pattern. As shown in the figure, this OK range is a current value lower than the maximum allowable current value set based on the rating of the normal motor.

  The current (J) increase / decrease reference pattern and its normal current value range (OK range) are set as described above and stored in the current information storage unit 107 (see steps S3 to S5 in FIG. 13).

  Consider a case where the current (J) flowing through the motor 58 deviates from the increase / decrease reference pattern due to a carry-in abnormality. Table 1 below shows the factors that may be considered as abnormal loading and necessary measures.

  In FIG. 12, the case K1 in which the current value (J) rises beyond the OK range earlier than the rising point (slide movement position X1) of the current value (J) in the increase / decrease reference pattern is due to an error in the operator's condition determination. This is considered to be a state (factor a in Table 1) in which interference occurs due to a poor opening degree of the front door.

  Further, when the motor is started, that is, at the same time as the current value in the increase / decrease reference pattern rises (slide movement position X1), the case K3 where the current value (J) rises beyond the OK range is the dash module (CPM) itself. Parts failure (dash module sub-assembly failure or load handling failure (factors c and d in Table 1)) or component assembly failure in the previous process (trim parts and body parts assembly failure to vehicle (factor e in Table 1) ))) (See FIG. 15A). Case K3 in which the current value (J) rises beyond the OK range after the current value falls (slide movement position X2) is considered to be the same as case K2.

  If the current value does not rise to a predetermined trapezoid, that is, in case K4 where the current value J2 only rises to the middle of the predetermined current value J2, the method of hooking the locate pin 75 to the door striker 73 is insufficient (disengaged) (table) This is considered to be one factor b).

  10 compares the current flowing through the motor detected by the current detection circuit 106 with the current value (J) of the increase / decrease reference pattern given from the current information storage unit 107, and this increase / decrease reference pattern. When deviating from the above, it is determined that the carry-in is abnormal. Then, the lock mechanism 91 is operated so that the slide rail does not slide, and the stop portion 93 is operated to stop the supply of the rotational force by the motor 58 to the slide rail 45 and release the motor 58.

  Thereafter, as shown in Table 1, due to an emergency stop for the above factors a to e, re-loading after correction of the front door, re-loading after relocating the locate pin 75, line stop, re-loading after correcting the load handling, Necessary measures such as re-loading after reassembly will be taken.

  As shown in the abnormality processing flow of FIG. 14, the rotation control unit described above notifies the operator of an abnormality such as an interference site with a display or a sound device when interference occurs, and performs control so as to quickly avoid the interference. It has a function.

  In FIG. 14, after initial processing (original position return processing), the computer 100 takes in the vehicle type signal and positions the input locus point P0 based on the X-θ command diagram (S1 to S3).

  Next, it is checked whether the motor current value is within the OK range (S4). If NO, it is determined that there is an abnormality due to a poor opening of the front door (factor a in Table 1). Voice, X slide lock), visual (cause) confirmation, treatment (front door opening correction) work restart input (S12 to S15). The display / sound processing here means that the interference part is not visible at all from the standing position where the worker is working, so the display / sound device informs the worker of the interference part or abnormality. Further, the X slide lock process is a process of operating the lock mechanism 91 (FIG. 10).

  If the determination in step S4 is YES, it waits for the positioning of the input locus point P1 to be OK, that is, waits for the slide movement position to be X1 (S5).

  Next, it is checked whether or not the motor current value is within the range (S6). If NO, the component failure of the dash module (CPM) itself (factors c and d in Table 1) or the component assembly failure in the previous process (Table 1). In this case, it is determined that there is an abnormality due to the cause e), and interference part assumption & error processing (display / audio, X slide lock, motor interference avoidance control), visual (cause) confirmation, treatment, and operation restart input are performed (S16 to S19) ). Here, the motor interference avoidance control process is a process of operating the stop unit 93 (FIG. 10) to stop the supply of the rotational force, that is, a process of releasing the motor and making it motor-free.

  If the determination in step S6 is YES, it is checked whether a deviation pulse has occurred, that is, whether it corresponds to case K4 that rises only halfway through the predetermined current value J2 (S7), and a deviation pulse has occurred. In this case, it is determined that the locate pin 75 is disconnected (factor b in Table 1), and the process proceeds to step S16.

  If the determination in step S7 is YES, it waits for the positioning of the input locus point P2 to become OK, that is, waits for the slide movement position to become X2 (S8). With the slide movement between the manual slide movement positions X1 and X2, the motor 58 automatically turns the slide rail 45 (main frame 23) from the rotational position θ1 to θ2.

  Next, it is checked whether the motor current value is within the OK range (S9). If NO, the dash module itself has a component failure (factors c and d in Table 1) or a component assembly failure in the previous process (factor in Table 1). It is determined that the abnormality is caused by e), and interference part assumption & error processing (display, sound, X slide lock, motor interference avoidance control), visual (cause) confirmation, treatment, and operation restart input are performed (S20 to S23).

  If the determination in step S9 is YES, the process waits until the positioning of the input locus point P3 becomes OK, that is, waits for the slide movement position to become X3, and the work is completed when the slide movement position becomes X3 ( S10, S11).

  Next, a description will be given of a method for realizing the above-described interference site assumption process, that is, the algorithm for analyzing the cause of the occurrence of an abnormality.

  FIG. 15A shows a state in which the corner portion on the tip side of the dash module M interferes with the vehicle-side mounting defective component 111 during the positioning operation of rotating the motor 58 from the input locus points P1 to P2 (see FIG. 11). (State of case K2 in FIG. 12) is shown.

Here, when the distance from the motor shaft center O to the interference site G of the vehicle-side mounting defective component 111 is r2, the shaft torque generated in the motor is T, and the motor shaft radius is r1,
Motor shaft force f1 = motor shaft torque T / motor shaft radius r1
In addition, when the force applied to the interference site G is f2,
f1 * r1 = f2 * r2
Therefore, f2 actually generated is measured as learning data in advance. From this, the distance r2 from the motor shaft center O to the interference site G is calculated, and the interference site is assumed together with the output of the position sensor, that is, the slide movement position (×).

  By assuming the interference part in this way, as shown in FIG. 15B, it can be positioned at the correct loading position M6 shown in FIG. 4 (the input locus point P3 in FIG. 11) without interference.

  According to the dash module loading device of the embodiment described above, even in the case of a vehicle body with a door having poor loading conditions (hard to carry in), the dash module can be easily installed in the vehicle interior without the operator alone interfering with the vehicle body. It becomes possible to do. In addition, mounting with minimum clearance is possible, and even if mounting conditions and mounting trajectories differ depending on the mixed-flow vehicle type, work mastery can be facilitated. In addition, the above dash module carry-in device is realized at low cost by adding a simple mechanical mechanism such as a motor, position sensor, viewpoint sensor, and lock mechanism to the equipment of the existing dash module carry-in device, and adding a rotation control unit to this. can do.

  In addition, when there is a physical interference due to an error in the operator's condition setting, a defective part of the dash module itself, etc., the operator is informed of the abnormality, and a function is provided to assist the treatment and avoid the interference. . For this reason, the cause of the abnormality is immediately known, and the facility can be restored quickly (in a short time). Further, by providing a function (stop portion 93) for avoiding interference, damage to equipment and parts can be minimized.

  The present invention can be used in a vehicle body assembly process.

It is a perspective view which shows the state which is carrying in the vehicle interior of a motor vehicle by the dash module carrying-in apparatus which shows one Embodiment of this invention. It is the side view seen from the door opening part side of the vehicle body of FIG. It is the perspective view which showed the hand in the dash module carrying-in apparatus of FIG. 1 with the drive motor for the rotation. It is a figure which shows the carrying-in locus | trajectory from the position vicinity where the carrying-in direction front end side of the dash module entered into the door opening part. It is a perspective view which shows the other example of the fixing | fixed part to the vehicle body of a dash module carrying-in apparatus. It is the schematic plane which showed the other structural example of the hand in a dash module carrying-in apparatus in the state which hold | gripped the dash module. It is the figure which showed the structure of the fixing | fixed part in the hand of FIG. It is the figure which showed the other structural example of the fixing | fixed part in the hand of FIG. It is the schematic which shows the structure of the rotation control part of the dash module carrying-in apparatus of this invention. It is a block diagram which shows the structure of the rotation control part of the dash module carrying-in apparatus of this invention. It is the figure which showed an example of the X-theta instruction | command figure which clarified the relationship between the slide movement position (X) and target rotation position ((theta)) in this invention. It is a figure which shows an example of the increase / decrease reference pattern of the electric current (J) which flows into the motor in this invention, and its normal electric current value range (OK range). It is a flowchart which shows the teaching process which teaches the injection | throwing-in locus | trajectory to the vehicle in this invention. It is the figure which showed the abnormality processing flow of the rotation control part in this invention. It is a figure with which it uses for description of the method which pinpoints in which site | part abnormality generate | occur | produced, (a) is a figure which shows the state in which interference produced, (b) the state in which positioning was made correctly.

Explanation of symbols

M dash module,
5 body,
7 Door,
9 Door opening,
11 hands,
13 Auxiliary device,
15 Steering member (various parts),
17 Air conditioning unit (various parts),
19 Duct (various parts),
21 Instrument panel (various parts),
23 Mainframe,
45 slide rail,
47 Slide fitting,
48 position sensor,
49 L-shaped bracket,
51 body clamp (fixed part),
53 Center pillar,
53a flange,
57 rotation support shaft,
58 motor (electric motor),
73 striker,
75 Locate pin (fixed part),
77 space,
85 drive circuit,
87 Rotation sensor,
101 Measuring unit,
102 setting section,
103 teaching processing,
104 position information storage unit,
105 comparison means,
106 current detection circuit,
107 current information storage unit,
108 Judging means.

Claims (3)

A dash module loading device for loading a dash module assembled with various parts into a passenger compartment from a door opening,
A hand holding a dash module;
A slide rail extended in the vehicle width direction and integrated with the hand,
A fixed portion that is connected to the slide rail so as to be rotatable and slidable around the vertical direction of the vehicle body, and is fixed to the periphery of the door opening,
A rotation control unit that rotates the slide rail around the central axis as a rotation axis so as to change the direction of the dash module following the slide movement position of the slide rail;
The rotation control unit measures a slide movement position, a setting unit sets a rotation position corresponding to the slide movement position measured by the measurement unit, and rotates the slide rail to a set rotation position. An electric motor,
Furthermore, it has a position information storage unit that stores the rotational position corresponding to the slide movement position for each vehicle model by a teaching process,
The setting unit, in accordance with the vehicle type in which various parts are assembled, and read out the rotational position corresponding to the sliding movement position from the positional information storage unit,
Furthermore, a current information storage unit that stores an increase / decrease reference pattern of the current flowing through the electric motor according to the slide movement position of the slide rail,
When the current flowing through the electric motor deviates from the increase / decrease reference pattern, determination means for determining a carry-in abnormality,
A dash module carrying-in device characterized by comprising: The dash module carrying device according to claim 1, further comprising a lock mechanism that locks the slide rail so that the slide rail does not slide when it is determined that the carry-in is abnormal . The dash module carry-in device according to claim 1 , further comprising a stop unit that stops the supply of rotational force by the electric motor to the slide rail when it is determined that the carry-in is abnormal.

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