JP5466496B2 - Control device for vehicle opening / closing body - Google Patents

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. 6 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. 6, the power window device is provided inside the vehicle door 100 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, when foreign matter is caught, the rotation of the motor is stopped and further reversed. 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 a motor load increase due to vibration during driving of the vehicle or a vibration when the door is closed is recognized as fluctuations in the motor load due to vibration so as not to be recognized as being caught (= false detection).

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. 7 is a diagram illustrating an example of a problem in pinching detection. For example, as shown in FIG. 7A, at time t = 0, the power window UP operation (window glass ascending operation) has already started, and the motor load fc is generated, and the pinching is performed at time t1. The estimated load fo when it occurs is shown in waveform a. Further, 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 the 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, if the setting for performing the pinching detection is performed at the time t3 by delaying the pinching detection timing, as shown in FIG. 7B, a 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 pinching detection sensitivity becomes low. 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 that can detect pinching at an early stage and can set 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 with a motor, and uses an acceleration sensor to accelerate the vibration of the vehicle. A vibration detection unit that detects as a detection signal; an estimated load calculation unit that calculates an estimated load of the motor; a vibration load calculation unit that calculates a vibration load in the motor from an acceleration detection signal detected by the vibration detection unit; A vibration removal load calculation unit that corrects a calculated value of the estimated load calculated by the estimated load calculation unit with a calculated value of the vibration load calculated by the vibration load calculation unit, and the vibration removal load calculation unit corrects the calculated value. and determining pinching determination unit whether the object pinching based on the load calculation value, together with the vibration load to determine whether it exceeds a predetermined threshold value, the vibration load is a predetermined threshold value Exceeded when it is determined that the further and a vibration load value determining section determines whether the calculated vibration loads within a predetermined period of time of exceeding the first predetermined threshold the vibration load, The vibration load calculation unit delays the acceleration detection signal detected by the vibration detection unit by a predetermined delay time, calculates a vibration load by correcting the amplitude by multiplying a predetermined coefficient, and the predetermined delay time is: It is a time corresponding to a delay in the mechanical system until the vibration of the vehicle appears as a motor load disturbance, and when the vibration removal load determination unit determines that the condition is satisfied by the vibration load value determination unit, The calculated value of the vibration load calculated by the vibration load calculation unit is subtracted from the calculated value of the estimated load calculated by the estimated load calculation unit .
In this vehicle opening / closing control apparatus, the estimated load calculation unit calculates the estimated load of the motor from the rotational speed, rotational acceleration, and drive voltage of the motor. Further, the vibration load calculation unit calculates the vibration load of the motor from the detection signal of the acceleration sensor attached to the vehicle (for example, a motor control board, ECU (Electronic Control Unit), etc.). The vibration removal load calculation unit 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.
Thereby, the vibration load due to the vibration disturbance can be excluded from the estimated load of the motor, the pinching can be detected at an early stage, and the detection load for determining the pinching can be set small.

Further, in the control apparatus for a closure for a vehicle of this is, an acceleration detection signal p detected by the vibration detection unit calculates a delayed acceleration detection signal is delayed p 'predetermined time tau, so as to load a value corresponding The vibration load fp is obtained by multiplying by the amplitude correction coefficient K.
Thereby, the vibration load due to the vibration disturbance can be excluded from the estimated load of the motor by a simple calculation (high-speed calculation). For this reason, pinching detection can be performed at an early stage, and the detection load for determining pinching can be set small.

Further, in the control apparatus for a closure for a vehicle of this calculates an acceleration detection signal p by the acceleration sensor, the delay the acceleration detection signal which is delayed by a time τ the vibration of the vehicle corresponds to the delay of the mechanical system until the motor load p ′ is calculated, and the vibration load fp is obtained by multiplying the amplitude correction coefficient K so as to be a value corresponding to the load.
Thereby, the vibration load due to the vibration disturbance can be excluded from the estimated load of the motor by a simple calculation (high-speed calculation). For this reason, pinching detection becomes possible at an early stage, and the detection load for determining pinching can be set small.

Further, in the control apparatus for a closure for a vehicle of this is when the vibration load fp becomes a specified value (threshold value) f1 above, then during the specified time T1, the calculated estimated load fo the estimated load calculation unit The calculated value is corrected by the calculated value of the vibration load fp calculated by the vibration load calculation unit. In cases other than this condition, for example, in the case of a small vibration with a small vibration amplitude, the estimated load fo is not corrected. In addition, since the similarity between the waveform of the acceleration detection signal p and the waveform of the estimated load fo (waveform of vibration disturbance) is not good after the specified time T1, the estimated load fo is not corrected.
As a result, when a vibration having a magnitude equal to or greater than the predetermined threshold f1 occurs, the estimated load fo can be corrected by the vibration load fp only during the predetermined time T1. For this reason, it is possible to avoid erroneous correction of the estimated load fo.

The invention according to claim 2 is the control device for a vehicle opening / closing body according to claim 1 , wherein the predetermined time is first in a waveform of an acceleration detection signal detected using the acceleration sensor. It is set according to the period of the portion of the vibration waveform where the peak point occurs.
In this vehicle opening / closing body control apparatus, the vibration waveform portion including the first peak point of the estimated load fo when vibration occurs has the same shape as the vibration waveform of the acceleration detection signal p. Since the subsequent vibration waveforms are added to the “extra-vibration due to higher-order frequencies” of the mechanical system, the waveforms are different. Therefore, the correction processing is performed on the estimated load fo only at time T1.
As a result, it is possible to avoid erroneous correction of the estimated load fo due to the vibration load fp.

The invention according to claim 3 is the control device for a vehicle opening / closing body according to claim 1 , further comprising: a rotation speed calculation unit that detects the rotation speed of the motor; A rotation acceleration calculation unit that detects the rotation acceleration of the motor; and a voltage detection unit that detects a drive voltage of the motor, wherein the estimated load calculation unit is based on the rotation speed, rotation acceleration, and drive voltage of the motor. An estimated load 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.

According to a fourth aspect of the present invention, there is provided a control device for a vehicle opening / closing body according to any one of the first to third aspects, wherein the vehicle opening / closing body opens and closes a vehicle window. It is characterized by being.
Thereby, in a power window, pinching detection becomes possible 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 of 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 fp of the motor is calculated from the detected signal. Then, the calculated value of the estimated load fo is corrected by the calculated value of the vibration load fp.
As a result, the vibration load fp due to vibration disturbance can be excluded from the estimated load fo of the motor, and pinching can be detected at an early stage, and the detection load for determining pinching can be set small.

It is a figure which shows the structure of the power window drive device concerning embodiment of this invention. It is a figure which shows the structure of a control part. FIG. 6 is a diagram for explaining the operation of a vibration load calculation unit 15. It is a wave form diagram for demonstrating operation | movement of a control part. It is a flowchart for demonstrating operation | movement of a control part. 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.
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 an 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, Built-in I / O port and buffer output circuit.

  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 is composed of, for example, a circuit composed of a resistance voltage dividing circuit and a filter circuit, and the drive voltage (terminal voltage) of the motor 2 is connected to the input port (A / D converter) of the control unit 10. ) Is a circuit for converting to a signal level suitable for.

  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 being driven forward or backward.

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 fp 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 fp.
The acceleration sensor 8 can be mounted in various positions such as a vehicle (for example, a door panel), a motor 2 control device (mounted on the control board), a microcomputer on the control board (custom microcomputer on the board, etc.), and the like. Although it can be mounted in a place, it is preferable to mount the motor 2 and the control device, which can be easily modularized, on an integrated control board. For example, as shown in FIG. 6, 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.

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 a voltage detection unit 11, a rotation speed calculation unit 12, a motor acceleration calculation unit 12A, a motor position calculation unit 12B, an estimated load calculation unit 13, and a vibration detection unit 14. A vibration load calculation unit 15, a vibration load value determination unit 16, a vibration removal load calculation unit 17, a pinching determination unit 18, and a drive control unit 19.

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 determines the waveform of the two-phase (A, B phase) signals input from the rotation sensor 3 and the signal interval. Based on this, 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 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 internal load of the motor, ω is the angular velocity, ω0 is the steady angular velocity value when there is no external load, 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. The vibration load calculator 15 calculates a vibration load fp due to vibration (disturbance) in the motor output from the acceleration detection signal p.
FIG. 3 is a waveform diagram of a signal output from the acceleration sensor 8 and a diagram illustrating a correction process of the vibration load calculation unit 15. For example, as shown in FIG. 3A, the vibration detection unit 14 calculates a waveform signal of the acceleration detection signal p.

  In addition, in the calculation of the vibration load fp, the vibration load calculation unit 15 performs a delay process based on the delay time τ with respect to the acceleration detection signal p by the delay circuit 15A and an amplitude correction coefficient (in the amplifier 15B, as shown in FIG. 3B). This is performed by an amplitude correction process using a correction gain (K). That is, with the acceleration detection signal p as an input, the vibration load fp is calculated by the following equation (2) based on the acceleration detection signal p.

        fp = K · p (t−τ) (2)

  Each coefficient K, τ can be obtained by actual measurement. For example, the detection data of the acceleration sensor 8 and the output data of the motor load when vibration is applied to the vehicle body are measured, and the system is identified as a dead time system. For example, the Laplace transform function of the signal of the acceleration detection signal p is P (s), the Laplace transform function of the signal of the vibration load f is F (s), and a transfer function H (s) between these is obtained. The coefficients K and τ can be identified from (3).

H (s) = F (s) / P (s) = Ke− ^τs (3)

  Returning to FIG. 2, the vibration load value determination unit 16 inputs a signal of the vibration load fp from the vibration load calculation unit 15 and determines whether or not the vibration load fp satisfies a predetermined condition. As the predetermined condition, as will be described later, the vibration load fp exceeds a predetermined specified value (threshold value f1) (fp ≧ f1), and the state exceeding this threshold value f1 is predetermined after the threshold value f1 is first exceeded. Whether or not it is within time T1 is used. When this condition is satisfied, a signal of the vibration load fp (calculated value of fp) is output to the vibration removal load calculation unit 17.

  When a vibration load fp signal is input from the vibration load value determination unit 16, the vibration removal load calculation unit 17 subtracts the vibration load fp from the estimated load fo input from the estimated load calculation unit 13 to estimate vibration removal. The load fo ′ (fo ′ = fo−fp) is calculated. The vibration removal load calculating unit 17 outputs a signal of the vibration removal estimated load fo ′ to the sandwiching determination unit 18. The pinch determination unit 18 determines whether or not the vibration removal estimated load fo ′ input from the vibration removal load calculation unit 17 exceeds a predetermined threshold fh. Further, when the vibration removal estimated load fo ′ exceeds a predetermined threshold value fh, the pinch determination unit 18 determines that a foreign object has been pinched in the power window, and outputs a pinch signal h to the drive control unit 19. .

When the sandwiching signal h is input from the sandwiching determination unit 18, the drive control unit 19 sends a drive signal to the relay circuit 4 to drive the relay in the relay circuit 4 and drive to the power window DOWN side (downward side). Alternatively, the motor 2 is controlled to stop the opening / closing operation of the power window.
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.

Hereinafter, a specific control operation of the control unit 10 will be described with reference to FIG.
FIG. 4 is a waveform diagram showing a vibration load and an estimated load in the pinching 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.

4A shows a waveform example of each of the vibration load fp generated with respect to the acceleration detection signal (waveform signal) p and the delayed acceleration detection signal p ′ which is a delay signal with respect to the acceleration detection signal p. FIG. In the figure, the horizontal axis indicates time, and the vertical axis indicates the level (acceleration, load) of each signal.
FIG. 4B is a diagram for explaining operations of the vibration load calculation unit 15, the vibration load value determination unit 16, the vibration removal load calculation unit 17, and the pinch determination unit 18. In the figure, the horizontal axis indicates time, and the vertical axis indicates the level (load) of each signal. In the same figure, the waveform indicated by symbol a is the vibration removal estimated load fo ′ when the foreign object is caught, and the waveform indicated by symbol b is the vibration removal estimated load fo ′ during vibration disturbance, and the symbol b ′. The waveform indicated by is an estimated load fo. Further, the threshold value of the vibration load fp determined by the vibration load value determination unit 16 is f1, and the detection load used for the pinching determination in the pinching determination unit 18 is fh.

  As shown in FIG. 4A, 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. This acceleration detection signal p is delayed by the delay time τ in the vibration load calculation unit 15, and a delayed acceleration detection signal p 'is generated. For example, the peak point (time t2) in the acceleration detection signal p is delayed to the peak point (time t5) in the delayed acceleration detection signal p ′. In addition, the vibration load calculation unit 15 performs an amplitude correction process using an amplitude correction coefficient (correction gain) K on the delayed acceleration detection signal p ′, generates a vibration load fp, and outputs the vibration load fp to the vibration load value determination unit 16. That is, the vibration load calculation unit 15 receives the acceleration detection signal p and generates a signal of the vibration load fp based on the acceleration detection signal p.

(Example when there is no vibration disturbance and the estimated motor load fo increases due to pinching)
Next, FIG. 4B shows an example of the pinching detection process in the case where the vibration load fp 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. 4B, 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 from the estimated load fo is calculated 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 estimated vibration removal load fo ′ (the waveform indicated by the symbol a) output from the vibration removal load calculating unit 17 gradually increases (in this example, the vibration load fp is not generated, so “fo ′ = fo”). Is).

When the estimated vibration removal load fo ′ (the waveform indicated by the symbol a) output from the vibration removal load calculation unit 17 gradually increases from time t2, and reaches the pinching detection load fh at time t4, the pinch determination unit 18 Occurrence of pinching is detected. In this case, the pinching detection load fh is set to a detection load value fh that is larger by Δf than the load fc that normally operates on the UP side of the power window.
Thus, at time t4, when the pinch determination unit 18 detects the pinching of the foreign matter, the drive control unit 19 reverses the motor 2 through the relay circuit 4 and drives the glass window downward, or the motor 2 is stopped.

(Example when vibration load occurs)
Next, an example will be described in which vibration is applied to the vehicle, vibration disturbance (vibration load fp) is generated in the motor output, and no foreign object is caught. As shown in FIG. 4A, 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. This acceleration detection signal p is delayed by the delay time τ in the vibration load calculation unit 15, and a delayed acceleration detection signal p ′ is generated. The vibration load calculation unit 15 performs an amplitude correction process using the amplitude correction coefficient K on the delayed acceleration detection signal p ′, generates a vibration load fp, and outputs the vibration load fp to the vibration load value determination unit 16.

On the other hand, as shown in FIG. 4B, the estimated load calculation unit 13 obtains 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 shown by symbol b ′).
At time t3, when the vibration load fp output from the vibration load calculation unit 15 exceeds the threshold value f1, a signal of the vibration load fp is output from the vibration load value determination unit 16 to the vibration removal load calculation unit 17. 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 vibration load fp signal is output from the vibration load value determination unit 16 to the vibration removal load calculation unit 17 at time t3, the vibration removal load calculation unit 17 estimates only during the time T1 until time t6. 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 fp from the calculated value of the estimated load fo (waveform b ′) is performed (fo ′ = fo−fp).
For this reason, during the time T1 from time t3 to time t6, the output fo ′ (waveform b) of the vibration removal load calculating unit 17 cancels the vibration load fp from the estimated load fo (waveform of the symbol b ′) ( A state of adding a reverse polarity vibration load -fp). Therefore, the output of the vibration removal load calculation unit 17 (vibration removal estimated load fo ′) does not exceed the detected load fh as shown by the waveform b, and the pinch detection unit 18 does not detect pinching, and the vibration load depends on the vibration load. False detection can be avoided.
In this way, by canceling the vibration disturbance of the estimated load fo caused by vibration by the vibration load fp, an increase in the estimated load fo can be suppressed, and erroneous detection due to the vibration load can be suppressed. As a result, pinching detection can be performed at an early stage, and the detection load used for determination of pinching detection can be set low.

FIG. 5 is a flowchart showing the flow of the vibration load correction process in the control unit 10 described above. Hereinafter, the flow of the vibration load correction process in the control unit 10 will be described with reference to the flowchart shown in FIG.
The vibration load calculation unit 15 delays the acceleration detection signal p calculated by the vibration detection unit 14 by a time τ corresponding to the delay of the mechanical system until the vehicle vibration reaches the motor load (disturbance load of the motor output). A delayed acceleration detection signal p ′ is calculated, and based on the delayed acceleration detection signal p ′, the vibration load fp is obtained by multiplying the amplitude correction coefficient K so as to be a value corresponding to the motor load (step S11).

  Then, when the vibration load fp becomes equal to or greater than the specified value f1, the vibration load value determination unit 16 determines whether or not it is during the specified time T1 (within the specified time T1) (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 false 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 point is eliminated after detecting “fp ≧ f1”. As shown in FIG. 3A, the first time of the acceleration detection signal p is set. Can be approximated by the time T1 until the plus vibration disappears.

  It should be noted that the vibration waveform portion (range of time T1) including the first peak point of the estimated load fo indicated by the waveform b ′ in FIG. 4B has the same shape as the acceleration detection signal p. Since the vibration waveform after the first round is added to the “extra-vibration due to high-order frequency” of the mechanical system, the waveform is different. 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. 5, if it is determined in step S12 that “fp ≧ f1” is not satisfied or not within the specified time T1 (within T1) (No in step S12), the vibration removal load calculating unit 17 The estimated load fo is output as it is as the estimated vibration removal load fo ′ to the pinching determination unit 18 without performing a correction operation using the vibration load fp (fo ′ = fo) (step S13). In this case, since the vibration load fp is small (small vibration) or the similarity between the waveform of the acceleration detection signal p and the vibration waveform at the estimated load fo is not good, “fo ′ = fp” is set.

On the other hand, if it is determined in step S12 that “fp ≧ f1” and that the time is within the specified time T1 (within T) (Yes in step S12), the vibration removal load calculating unit 17 first determines the vibration. It is determined whether or not the load fp is positive (step S14).
If fp is a negative value (fp <0) (No in step S14), the estimated load fo is directly output to the pinch determination unit 18 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 fp shifts and the amplitude increases.

  If it is determined in step S14 that “fp ≧ 0” (Yes in step S14), the vibration load fp 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 canceled out. Is obtained (step S16).

  Thus, there is a correlation between the vibration (acceleration) generated in the vehicle due to vibration and the motor load (vibration disturbance), and the correction of the vibration load fp with respect to the estimated load fo of the motor 2 is limited to the vibration load fp of large vibration. For example, the vibration load fp can be simply expressed by the delay time τ and the amplitude correction coefficient K. Further, if the acceleration sensor 8 is employed in the biaxial direction, 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. This coefficient can be obtained from actual machine measurement results.

  As described above, the vehicle opening / closing body control apparatus according to the present invention can realize a pinching detection function that eliminates vibration disturbances by a simple calculation (high-speed processing) without using a high-dimensional vibration load estimation formula. In addition, since fluctuations in the motor load due to vibration disturbances during vehicle vibration can be offset, it is not necessary to set a large pinch detection margin to allow vibration disturbances, enabling early pinch detection and determining pinch Detection load (threshold detection threshold load) can be set small. In addition, since it is not necessary to slow down the pinching detection when the vibration disturbance is recognized, even if the pinching occurs during the vibration, a small detection load equivalent to that when there is no vibration can be used.

  In the above-described embodiment, an example of a power window driving device that opens and closes a window glass of a vehicle has been described as an example of a control device for a vehicle opening / closing body. However, the present invention is not limited to this. For example, you may use the control apparatus of the opening / closing body for vehicles of this invention for opening / closing of a sunroof and a slide door.

  As mentioned above, although embodiment of this invention was described, the power window drive device of this invention is not limited only to the above-mentioned example of illustration, A various change can be added in the range which does not deviate from the summary of this invention. Of course.

  DESCRIPTION OF SYMBOLS 1 ... Power window drive device, 2 ... Motor, 3 ... Rotation sensor, 4 ... Relay circuit, 5 ... Voltage detection circuit, 6 ... Power supply, 7 ... Operation switch, 8 ... Acceleration sensor, 10 ... Control part, 11 ... Voltage detection , 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, 16 ... vibration load value determination unit , 17 ... vibration removal load calculation unit, 18 ... pinching determination unit, 19 ... drive control unit

Claims (4)

A control device for a vehicle opening / closing body that drives the opening / closing body 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;
A vibration load calculation unit for calculating a vibration load in the motor from an acceleration detection signal detected by the vibration detection unit;
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;
When it is determined whether or not the vibration load exceeds a predetermined threshold, and it is determined that the vibration load exceeds a predetermined threshold, the vibration load is further determined after the vibration load first exceeds the threshold. A vibration load value determination unit for determining whether or not the vibration load is calculated within a time;
Equipped with a,
The vibration load calculation unit calculates the vibration load by delaying the acceleration detection signal detected by the vibration detection unit by a predetermined delay time and multiplying the predetermined coefficient by an amplitude correction,
The predetermined delay time is a time corresponding to a delay of the mechanical system until the vibration of the vehicle appears as a load disturbance of the motor,
The vibration removal load calculation unit is calculated by the vibration load calculation unit from a calculated value of the estimated load calculated by the estimated load calculation unit when the vibration load value determination unit determines that the condition is satisfied. A control device for a vehicle opening / closing body, wherein a calculated value of a vibration load is subtracted . Said predetermined time, according to claim 1, wherein the first to be set in accordance with the period of the portion of the vibration waveform peak point occurs in the waveform of the acceleration detection signal detected using the acceleration sensor Control device for vehicle opening / closing body. 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 estimated load calculation unit, the rotational speed of the motor, a closure for a vehicle control apparatus according to claim 1 or claim 2, wherein the calculating the estimated load from the rotational acceleration and the driving voltage. The control device for a vehicle opening / closing body according to any one of claims 1 to 3 , wherein the vehicle opening / closing body is a power window for opening and closing a vehicle window.

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