JP5697851B2 - Opening and closing body control device for vehicle - Google Patents

Description

  The present invention relates to an apparatus for controlling a vehicle opening / closing body such as a sunroof or a window attached to an automobile.

  Conventionally, in a control device that automatically opens and closes a sunroof disposed on a skylight of a vehicle by an electric motor, a technique for detecting an object sandwiched by the sunroof and stopping the operation of closing the sunroof has been proposed. For example, Patent Document 1 discloses a technique for detecting pinching based on fluctuations in the moving speed of a sunroof.

  With such pinching detection technology, when the vehicle vibrates on a rough road or the like, there is no increase in pinching load due to detection delay when pinching occurs, or conversely pinching does not occur. Nevertheless, there was a problem that it was detected that pinching occurred accidentally. This is because the rotational speed of the electric motor that drives the sunroof varies according to the vibration of the vehicle.

  In order to solve such a problem, a technique has been proposed in which a function for detecting vehicle vibration is provided and a threshold value used for detecting pinching is set high until a predetermined time elapses when vibration is detected. In addition, a technique for suppressing the influence of vibration by sequentially storing the rotation speed of the electric motor when no vibration is detected and using it for pinching detection has been proposed.

JP 2008-150791 A

  However, the former technique has a problem that the detection of the pinching is delayed when the threshold used for the pinching detection is temporarily set high. In the latter technique, if the environment (temperature, humidity, etc.) when the rotational speed is stored is different from the current one, there is a possibility of erroneous detection of pinching.

  In view of the above circumstances, an object of the present invention is to provide a vehicle opening / closing body control device that can suppress erroneous detection of pinching when vibration occurs in a vehicle.

One aspect of the present invention is a vehicle opening / closing body control device that controls the position of a vehicle opening / closing body that opens and closes an opening provided in the vehicle, and that drives the vehicle opening / closing body by electric power supplied from a power source. And an estimation unit that estimates a load caused by the rotation of the electric motor, and a filtered estimated load value that is calculated by the correction unit. A filter control unit for determining a coefficient to be input to a weighting function between a load estimation value and a previous load estimation value after filtering previously calculated by the correction unit; and multiplying the weighting function by the load estimation value before filtering And an expression obtained by subtracting the weighting function from 1 and an expression for multiplying the previous load estimated value after filtering by an expression. Expression that, the coefficient to calculate the load estimated value after the filtering by substituting the load estimated value before the filtering, and the correction unit for correcting the load estimated value after calculated the filtering, after the filtering A load integrating unit that calculates the amount of change in the estimated load value as a load integrated value, and by comparing the load integrated value with a preset threshold value , the vehicle opening / closing body and the edge of the opening A determination unit that determines whether or not an object is sandwiched therebetween, and a motor control unit that stops rotation of the electric motor when the determination unit determines that an object is sandwiched.

  According to the present invention, since the fluctuation of the load estimated value caused by the vibration of the vehicle is corrected by the correction unit, it is possible to suppress erroneous detection of pinching due to the influence of the vibration of the vehicle.

It is a schematic block diagram showing the functional structure of the vehicle opening / closing body system of the vehicle opening / closing body system. It is a figure showing the outline of the angular velocity calculation process which an angular velocity calculation part performs. It is a graph showing the relationship between the torque T (vertical axis) of the armature shaft and the angular velocity ω (horizontal axis) of the armature shaft of the electric motor. It is a graph showing the time change of the load estimated value estimated by an estimation part. It is a graph showing the time change of the load integrated value calculated by the load integrating part. It is a graph showing the time change of the load estimated value influenced by the vibration of the vehicle. It is a flowchart showing the flow of the filter control process by a filter control part. It is a graph showing the time change of the load estimated value and load integrated value when a filter coefficient is always set to the filter coefficient minimum value _gmin in the filter unit. It is a graph showing the time change of the load estimated value and load integrated value when a filter coefficient is always set to the filter coefficient maximum value _gmax in the filter unit. It is a graph showing the time change of the load estimated value and load integrated value when a filter coefficient is controlled by the filter control unit. It is a flowchart showing the flow of the modification of the filter control process by a filter control part.

  FIG. 1 is a schematic block diagram showing a functional configuration of a vehicle opening / closing body system 100. The vehicle opening / closing body system 100 includes a vehicle opening / closing body 1, a power source 2, an operation panel 3, and a vehicle opening / closing body control device 4.

  The vehicle opening / closing body 1 opens and closes an opening provided in the vehicle. For example, the vehicle opening / closing body 1 is provided in a sliding window glass provided in a door opening (window frame) or an opening in a roof (roof). Or a sunroof shade provided at the opening of the roof. The vehicle opening / closing body 1 performs an opening / closing operation by a driving force applied from the electric motor 401 of the vehicle opening / closing body control device 4.

  The power source 2 is a power supply unit such as a battery provided in the vehicle. In particular, power for rotating the electric motor 401 of the vehicle opening / closing body control device 4 and each functional unit of the vehicle opening / closing body control device 4 are provided. Supply power for processing.

  The operation panel 3 includes a button for a user to instruct an opening / closing operation of the vehicle opening / closing member, and an input signal corresponding to the pressed button is sent to the motor control unit 402 of the vehicle opening / closing member control device 4. Output. For example, the operation panel 3 outputs an open signal to the motor control unit 402 when the user presses the open button, and outputs a close signal to the motor control unit 402 when the close button is pressed. Output.

  The vehicle opening / closing body control device 4 includes an electric motor 401, a motor control unit 402, a voltage value detection unit 403, an angular velocity calculation unit 404, an estimation unit 405, a filter control unit 406, a filter unit 407, a load integration unit 408, and a determination unit 409. Is provided.

  The electric motor 401 is a motor with a speed reducing mechanism having a speed reducing mechanism (not shown) that decelerates and outputs the rotation of an armature shaft and an armature shaft (not shown), and rotates the armature shaft according to control by the motor control unit 402. Is applied to the vehicle opening / closing body 1. The electric motor 401 is provided with a motor pulse detector. Specifically, a magnet having a plurality of magnetic poles is attached so as to be integrally rotatable with the armature shaft, and a Hall IC (Integrated Circuit) is installed as a sensor in the vicinity of the magnet. When the armature shaft rotates, the magnet rotates in conjunction with the rotation of the armature shaft. The Hall IC generates a motor pulse every time the magnetic pole is switched by the rotation of the magnet. The electric motor 401 outputs a motor pulse generated from the Hall IC to the angular velocity calculation unit 404.

  The motor control unit 402 supplies power supplied from the power source 2 to the electric motor 401 based on instructions from the operation panel 3 and the determination unit 409, and controls the rotation of the armature shaft of the electric motor 401. For example, when the motor control unit 402 receives an open signal from the operation panel 3, the electric power supplied from the power source 2 is used to rotate the armature shaft of the electric motor 401 so that the vehicle opening / closing body 1 moves in the opening direction. Control to energize 401 is performed. In addition, when the motor control unit 402 receives a stop signal from the determination unit 409, the motor control unit 402 performs control to cut off the electric power supplied from the power source 2 to the electric motor 401 in order to stop the rotation of the armature shaft of the electric motor 401. Further, the motor control unit 402 outputs a signal indicating the control state of the electric motor 401 to the filter control unit 406.

The voltage value detection unit 403 detects the magnitude (voltage value) of the voltage applied from the power source 2 to the electric motor 401 via the motor control unit 402.
The angular velocity calculation unit 404 calculates an angular velocity in the rotation of the armature shaft of the electric motor 401 based on the motor pulse output from the Hall IC of the electric motor 401. Further, the angular velocity calculation unit 404 includes a rotation number counter (not shown) that counts the number of rotations of the armature shaft of the electric motor 401 based on the motor pulse. Note that the angular velocity calculation processing performed by the angular velocity calculation unit 404 may be realized by any existing technique.

  The estimation unit 405 estimates the magnitude of torque generated by the rotation of the armature shaft of the electric motor 401 based on the voltage value detected by the voltage value detection unit 403 and the angular velocity calculated by the angular velocity calculation unit 404.

  The filter control unit 406 determines the filter coefficient in the filter unit 407 based on the control state of the electric motor 401 by the motor control unit 402 and the temporal change in the magnitude of the torque estimated by the estimation unit 405. The filter control unit 406 has a filter counter (not shown), and resets, increments, or decrements the value of the filter counter according to the situation.

  The filter unit 407 corrects the magnitude of torque newly estimated by the estimation unit 405 based on the filter coefficient determined by the filter control unit 406 and the magnitude of torque previously estimated by the estimation unit 405. To do. Specifically, the filter unit 407 performs filtering on the temporal change in the magnitude of the torque estimated by the estimation unit 405 based on the filter coefficient determined by the filter control unit 406.

  The load integrating unit 408 integrates the amount of change in torque after the electric motor 401 starts rotating and after being estimated by the estimating unit 405 and filtered by the filter unit 407.

  The determination unit 409 determines whether or not an object is sandwiched between the vehicle opening / closing body 1 and the edge of the opening based on the load integrated value calculated by the load integrating unit 408 and a preset threshold value. (Whether pinching has occurred) is determined. Specifically, the determination unit 409 determines that pinching has occurred when the load integrated value becomes larger than the threshold value. If the determination unit 409 determines that pinching has occurred, the determination unit 409 outputs a stop signal to the motor control unit 402 to stop the rotation of the electric motor 401.

FIG. 2 is a diagram illustrating an outline of the angular velocity calculation process performed by the angular velocity calculator 404. The A-phase sensor signal and the B-phase sensor signal are motor pulses output from two Hall ICs installed at different angles (an angle smaller than 180 degrees) on the circumference of the circle concentric with the armature axis. . In the case of FIG. 2, the two Hall ICs are installed 90 degrees apart. Further, the magnet attached to the armature shaft is attached with 4 poles (shifted by 90 degrees). In the case of FIG. 2, the angular velocity calculation unit 404 calculates the angular velocity ω _m (n) based on Equations 1 and 2. In Equation 2, z represents a reduction ratio.

  FIG. 3 is a graph showing the relationship between the armature shaft torque T (vertical axis) and the armature shaft angular velocity ω (horizontal axis) of the electric motor 401. The characteristic line at the time of the reference voltage represents a characteristic line when a predetermined reference voltage is applied to the electric motor 401. Further, the value of torque when the characteristic straight line intersects the vertical axis (torque axis) is called lock torque. Moreover, the characteristic line at the time of estimation represents a characteristic line when a voltage different from the reference voltage is applied to the electric motor 401.

The estimation unit 405 estimates the magnitude of torque based on the characteristic line at the reference voltage. Hereinafter, the content of the estimation process by the estimation unit 405 will be described. The estimation unit 405 calculates the torque T _m (k) generated by the electric motor 401 based on Expression 3. In Equation 3, T _lock represents the lock torque at the reference voltage, V _base represents the reference voltage value, v _mod (k) represents the voltage value detected by the voltage value detection unit 403, and a represents the reference voltage value. Ω _m (k) represents the angular velocity calculated by the angular velocity calculation unit 404. Among these, the three values T _lock , V _base , and a are known values set in advance in the estimation unit 405.

Further, the estimation unit 405 calculates the torque T _i (k) related to the moment of inertia based on Expression 4. In Equation 4, T (k) represents the time between pulse edges, and J represents the moment of inertia. The time between pulse edges represents the latest value of T (n) detected by the angular velocity calculation unit 404 (see FIG. 2). Among these, J is a known value set in advance in the estimation unit 405.

Then, the estimation unit 405 calculates an estimated torque value T _l (k) based on the calculation results of Expression 3 and Expression 4 and Expression 5.

FIG. 4 is a graph showing the time change of the torque (estimated load value) estimated by the estimation unit 405. The estimation unit 405 calculates a load estimated value every time a predetermined sample time elapses. The filter control unit 406 determines a filter coefficient every time this sample time elapses. Based on the determined filter coefficient, the filter unit 407 calculates a filtered load estimated value using the latest load estimated value estimated by the estimating unit 405 and the previously calculated load estimated value. Specifically, the filter unit 407 calculates the load estimated value T _mod (k) after filtering using Expression 6 shown below. In Equation 6, T _l (k) represents the latest load estimated value before filtering, T _mod (k−1) represents the filtered load estimated value calculated at the previous sampling, and g represents a filter. The filter coefficient determined by the control unit 406 is represented.

  In Expression 6, f (g) is a function represented by the filter coefficient g, and may be represented by, for example, Expression 7 or another expression.

FIG. 5 is a graph showing the time change of the load integrated value calculated by the load integrating unit 408. The load integrating unit 408 calculates a load integrated value using the estimated load value after being filtered by the filter unit 407 every time the sample time shown in FIG. 4 elapses. Specifically, the load integration unit 408 calculates the load integration value T _add (k) using Equation 8 shown below. In Expression 8, T _add (k−1) represents a load integrated value calculated at the previous sampling.

  FIG. 6 is a graph showing the time change of the estimated load value affected by the vibration of the vehicle. Ideally, the load estimated value when no pinching occurs does not change with time and is a constant value. However, when vibration occurs in the vehicle, the angular velocity of the electric motor 401 changes, and as a result, the load estimated value by the estimation unit 405 changes up and down. Therefore, the fluctuation of the load estimated value includes a period in which the load estimated value increases with the passage of time (rise period) and a period in which the load estimated value decreases with the passage of time (falling period). The filter control unit 406 determines different values as filter coefficients for the rising period and the falling period.

FIG. 7 is a flowchart showing the flow of filter control processing by the filter control unit 406. The filter control unit 406 executes the following filter control process and updates the filter coefficient every time the sample time elapses. The filter control unit 406 stores in advance each value (angular velocity threshold Th _ω , filter counter threshold Th _c , filter coefficient maximum value g _max , filter coefficient minimum value g _min ) used in the filter control process.

  When the filter control process is started, the filter control unit 406 first determines whether or not the electric motor 401 is in operation based on the control state of the electric motor 401 (step S101). For example, if the control state is an opening operation or a closing operation and no stop signal is output, the filter control unit 406 determines that the motor is operating. On the other hand, when the opening operation or the closing operation is not performed, or after the stop signal is issued and the opening operation or the closing operation is not started again, the filter control unit 406 is not operating the motor. to decide.

  If it is determined that the motor is not operating (step S101—NO), the filter control unit 406 initializes the value of the filter counter to 0 (step S102), sets the filter coefficient to a predetermined initial value, and sets the initial value. (Step S103).

  On the other hand, if it is determined that the motor is operating (step S101—YES), the filter control unit 406 determines whether the latest load estimation value newly output from the estimation unit 405 has decreased below the previous load estimation value. It is determined whether or not (step S104).

When the estimated load value is decreasing (step S104—YES), the filter control unit 406 refers to the angular velocity calculated by the angular velocity calculation unit 404, and the angular velocity of rotation of the electric motor 401 is equal to or greater than the angular velocity threshold Th _ω . It is determined whether or not there is (step S105). If the angular velocity is the threshold Th _omega higher angular velocity (Step S105-YES), the filter control unit 406, the value of the filter counter determines whether or not smaller than the threshold Th _c filter counter (step S106). When the value of the filter counter is less than the filter counter threshold Th _c (step S106—YES), the filter control unit 406 increments the value of the filter counter (step S107). On the other hand, when the value of the filter counter is greater than or equal to the filter counter threshold Th _c (step S106—NO), or after the processing of step S107, the filter control unit 406 sets the filter coefficient maximum value g _max to the filter coefficient. (Step S108). If the angular velocity is less than the angular velocity threshold Th _{ω in} step S105 (step S105—NO), the filter control unit 406 sets the filter coefficient minimum value g _min as the filter coefficient (step S109).

In step S104, when the estimated load value increases without decreasing (step S104-NO, step S110-YES), the filter control unit 406 determines whether the value of the filter counter is greater than 0 (step S111). ). When the value of the filter counter is greater than 0 (step S111—YES), the filter control unit 406 decrements the value of the filter counter (step S112). On the other hand, when the value of the filter counter is 0 or less (step S111-NO), or after the processing of step S112, the filter control unit 406 determines whether or not the value of the filter counter is equal to or greater than the filter counter threshold Th _c . Determination is made (step S113). When the value of the filter counter is equal to or greater than the filter counter threshold Th _c (step S113—YES), the filter control unit 406 sets the filter coefficient maximum value g _max to the filter coefficient (step S114). On the other hand, when the value of the filter counter is less than the filter counter threshold Th _c (step S113—NO), the filter control unit 406 has a filter coefficient smaller than the filter coefficient maximum value g _max and decreases the value of the filter counter. Set a smaller value according to. For example, the filter control unit 406 sets a value that is ½ of the value of the filter counter as the filter coefficient (step S115). In step S110, when the estimated load value has not increased (step S110-NO), the filter control unit 406 sets the filter coefficient maximum value g _max in the filter coefficient (step S116).

FIG. 8 is a graph showing changes in load estimated value and load integrated value over time when the filter coefficient is always set to the filter coefficient minimum value g _min in the filter unit 407. FIG. 8A represents the estimated load value, and FIG. 8B represents the integrated load value. In this case, the influence of the vibration of the vehicle remains largely in the estimated load value after filtering, and the difference (the pinch determination margin) between the maximum value of the vertical fluctuation of the load integrated value and the pinch determination threshold value is small. Therefore, there is an increased possibility of erroneously determining that pinching has occurred even though pinching has not occurred.

FIG. 9 is a graph showing a change over time in the load estimated value and the load integrated value when the filter coefficient is always set to the filter coefficient maximum value g _max in the filter unit 407. FIG. 9A represents a load estimated value, and FIG. 9B represents a load integrated value. In this case, the estimated load value after filtering is less influenced by the vibration of the vehicle, and the difference between the maximum value of the vertical fluctuation of the load integrated value and the pinching determination threshold (pinching determination margin) is compared to the case of FIG. Is getting bigger. However, since the change in the estimated load value after the filter occurs later than the change in the estimated load value before the filter, the timing for detecting the occurrence of jamming is delayed.

FIG. 10 is a graph showing temporal changes in the estimated load value and the accumulated load value when the filter coefficient is controlled by the filter control unit 406. FIG. 10A shows the estimated load value, and FIG. 10B shows the integrated load value. In this case, the estimated load value after filtering is less influenced by the vibration of the vehicle, and the difference between the maximum value of the vertical fluctuation of the load integrated value and the pinching determination threshold (pinching determination margin) is compared to the case of FIG. Is getting bigger. Further, when the estimated load value is increasing, a value smaller than the filter coefficient maximum value g _max and smaller as the filter counter value decreases is set as the filter coefficient. Therefore, when the estimated load value is rising, that is, when there is a possibility of pinching, a relatively small value is set for the filter coefficient. A change in the estimated load value is likely to appear, and it is possible to determine the occurrence of pinching without delay.

  As described above, in the vehicle opening / closing body control device 4, even when the load estimated value has changed up and down (temporal up and down change) due to the influence of vibration generated in the vehicle, the filter unit 407 does not change this. Such a temporal change in the estimated load value is reduced. Therefore, the load integrated value used for the pinching determination in the determination unit 409 is hardly affected by the vibration generated in the vehicle, and it is possible to suppress erroneous detection due to the vibration of the vehicle. Furthermore, it becomes possible to perform detection at the time of occurrence of pinching without delay, and it is possible to suppress an increase in pinching load.

In addition, by setting the filter coefficient minimum value g _min to the filter coefficient in step S109, the responsiveness at the start-up of the electric motor 401 is improved.

<Modification>
FIG. 11 is a flowchart showing a flow of a modified example of the filter control process by the filter control unit 406. Hereinafter, only the differences from the filter control process shown in FIG. 7 in the flow of the modified example of the filter control process will be described. In the case of FIG. 11, when the filter control unit 406 determines in step S101 that the motor is operating (step S101—YES), refer to the number of rotations of the armature shaft counted by the number of rotations counter included in the angular velocity calculation unit 404. Then, it is determined whether or not the number of rotations of the electric motor 401 is equal to or greater than a specified value (step S201). When the value of the rotation number counter is less than the specified value (step S201—NO), the filter control unit 406 sets the filter coefficient minimum value g _min as the filter coefficient (step S202). On the other hand, when the value of the rotation number counter is equal to or greater than the specified value (step S201—YES), the filter control unit 406 executes the processing after step S104. In addition, when the estimated load value is decreasing in step S104 (step S104-YES), the filter control unit 406 executes the processing after step S106.

Also by being configured in this way, it is possible to improve the responsiveness when the electric motor 401 is started.
The embodiment of the present invention has been described in detail with reference to the drawings. However, the specific configuration is not limited to this embodiment, and includes designs and the like that do not depart from the gist of the present invention.

DESCRIPTION OF SYMBOLS 1 ... Vehicle opening / closing body, 2 ... Power supply, 3 ... Operation panel, 4 ... Vehicle opening / closing body control apparatus, 401 ... Electric motor, 402 ... Motor control part, 403 ... Voltage value detection part, 404 ... Angular velocity calculation part, 405 Estimator 406 filter control unit 407 filter unit 408 load integrating unit 409 determination unit

Claims (1)

A vehicle opening / closing body control device for controlling a position of a vehicle opening / closing body that opens and closes an opening provided in a vehicle,
An electric motor that drives the vehicle opening / closing body by electric power supplied from a power source;
An estimation unit for estimating a load caused by rotation of the electric motor;
Used when calculating the estimated load value after filtering calculated by the correcting unit, the estimated load value before filtering estimated by the estimating unit, and the previous estimated load value after filtering previously calculated by the correcting unit A filter control unit for determining a coefficient to be input to the weighting function
An expression expressed by adding an expression that multiplies the load estimation value before filtering to the weighting function and an expression that subtracts the weighting function from 1 and an expression that multiplies the previous load estimation value after filtering. Calculating the load estimated value after filtering by substituting the coefficient, and correcting the load estimated value before filtering to the calculated load estimated value after filtering;
A load integrating unit that calculates the amount of change in the estimated load value after filtering as a load integrated value;
A determination unit that determines whether or not an object is sandwiched between the vehicle opening and closing body and an edge of the opening by comparing a preset threshold value and the load integrated value;
A motor control unit for stopping the rotation of the electric motor when it is determined by the determination unit that an object is sandwiched;
A vehicle opening / closing body control apparatus comprising:

Images