JP6656941B2 - Driving tool - Google Patents

Description

  The present disclosure relates to an electric driving tool driven by a motor.

  As a driving tool for driving pins and staples against wood or gypsum board, the driving mechanism moves the percussion driver against the biasing force of the percussion spring, and thereafter, the percussion spring is opened to perform driving. Things are known.

  This type of driving tool includes a plunger that can reciprocate in the driving direction and is urged in the driving direction by a hitting spring, and the driving driver is fixed to the plunger.

  The plunger is usually stopped at a position away from the bottom dead center where the driving tool (pin, staple, etc.) is driven by the driving driver, and when a driving command is input, the plunger is driven via a motor and a driving mechanism having a reverse rotation preventing function. Is moved in the opposite direction to the bottom dead center.

  When the plunger reaches the top dead center which is farthest from the bottom dead center, the engagement between the plunger and the driving mechanism is released, and the plunger (and hence the impact driver) is momentarily moved to the bottom dead center side by the urging force of the spring. Then, the driving tool is driven into the target to be driven (wood, gypsum board, etc.).

Such a driving operation is realized by driving a motor, and the plunger is stopped at a position away from the bottom dead center every cycle of the driving operation.
Then, in order to stop the plunger at a desired stop position in this way, it is proposed to detect that the plunger has reached the top dead center after the start of energizing the motor, and then energize the motor for a certain time. (For example, see Patent Document 1).

  For the same purpose, it has also been proposed to measure the time until the plunger reaches the top dead center after the start of energization of the motor, and to set the energization time of the motor thereafter based on the measured time ( For example, see Patent Document 2).

Japanese Utility Model Publication No. 7-33575 Japanese Patent No. 5424105

  However, in the conventional driving tool described above, the plunger is stopped at a desired stop position by controlling the power supply time to the motor. The stop position of the plunger may fluctuate.

  If the stop position of the plunger fluctuates in this manner, the time from the start of energization of the motor in the next cycle to the time when the driving is performed fluctuates, giving the user a sense of discomfort. Occurs.

  In addition, if the stop position changes every cycle of the driving operation, the user may move the driving tool until the driving tool is reliably driven into the target to be driven, and the driving operation may not be performed properly. Can be On the other hand, in order to reliably drive the driving tool, the user only has to lengthen the time in which the driving tool is brought into contact with the target to be driven, but such measures reduce the workability of the driving operation.

  According to an aspect of the present disclosure, it is preferable that in a driving tool, a stop position of a plunger to which a driving driver is fixed is changed to suppress a fluctuation in a time required for driving.

  In a driving tool according to one aspect of the present disclosure, a plunger movable in a driving direction of the driving tool, a striking spring for urging the plunger in the driving direction, and a motor for moving the plunger in a direction opposite to the driving direction. , A drive mechanism, and a motor drive control unit.

  The drive mechanism engages with the plunger by rotation of the motor to move the plunger in a direction opposite to the driving direction, and when the plunger reaches the top dead center due to the movement, the engagement with the plunger is released, and the driving spring is used. Move the plunger in the driving direction.

  The motor drive control unit starts energizing the motor in accordance with an external driving command. Then, after energization of the motor is started, the driving tool is driven in accordance with the movement of the plunger, and when the motor driving time required for the plunger to move from the bottom dead center, which is the driving position of the driving tool, to the top dead center side elapses. Then, the power supply to the motor is cut off.

The driving tool includes a position detecting unit and a timer unit.
The position detection unit detects that the plunger has reached a predetermined position during energization of the motor by the motor drive control unit.After the motor drive control unit starts energization of the motor, the timer unit detects the plunger. The time until the plunger reaches the predetermined position is detected.

Then, after the power supply to the motor is cut off, the motor drive control unit performs stop control for stopping the motor at a predetermined stop position based on the time measured by the timer unit.
In other words, the time measured by the timer unit is the time from the start of energization to the motor until the plunger reaches the predetermined position, and thus corresponds to the stop position of the plunger before the start of energization.

  For this reason, according to the driving tool of the present disclosure, the stop position after driving the motor can be controlled based on the stop position of the plunger before the start of energization, and the stop position of the plunger stopped every one cycle of the driving operation varies. Can be suppressed.

  Therefore, according to the driving tool of the present disclosure, it is possible to suppress a change in the time from when the user inputs the driving command to when the driving tool is actually driven, and to improve the usability of the driving tool.

  Further, since the fluctuation of the stop position of the plunger can be suppressed, the stop position can be set to a position close to the top dead center. By setting the stop position of the plunger in this manner, the time required for driving can be shortened, and the workability of the driving operation can be improved.

  The driving tool may be any tool that can be hit with a hit driver fixed to the plunger and can be driven into a target to be driven, such as a pin or a staple.

  Here, the motor drive control unit performs the stop control by executing the free-run control for rotating the motor by inertia and the brake control for generating the braking force on the motor after the power supply to the motor is cut off. It may be configured as follows.

  With this configuration, the stop position of the plunger can be controlled by the free-run control and the brake control. In addition, since the plunger can be quickly brought close to the stop position by the free-run control, and then the plunger can be quickly stopped by the brake control, the time until the plunger stops after the driving operation can be shortened. . Therefore, the working efficiency at the time of repeatedly performing the driving of the driving tool can be improved.

  In the stop control, the motor drive control unit may be configured to control at least one of the execution time of the free-run control and the execution time of the brake control based on the time measured by the timer unit.

  In this case, the stop position of the plunger can be controlled only by controlling the execution time of the free-run control or the execution time of the brake control, and there is no need to control the energizing time or energizing current to the motor, so that the stop control can be more easily performed. Can be implemented.

  By the way, when the time measured by the timer unit is shorter than the set time, it is considered that the stop position of the plunger is closer to the top dead center than the predetermined stop position. Conversely, when the time measured by the timer unit is longer than the set time, the stop position of the plunger is a position farther from the top dead center than the predetermined stop position (in other words, the bottom dead center side). it is conceivable that.

  For this reason, in the stop control, the control operation for controlling the execution time of the free-run control may be set as follows. That is, when the time measured by the timer section is shorter than the preset time, the execution time of the free-run control is controlled to be short, and when the time measured by the timer section is longer than the set time, the free-run control is executed. Control so that the execution time becomes longer.

  In the stop control, the control operation for controlling the execution time of the brake control may be set as follows. That is, when the time measured by the timer is shorter than the preset time, the control is performed so that the execution time of the brake control is longer. When the time measured by the timer is longer than the set time, the execution time of the brake control is longer. Is controlled to be shorter.

  Then, the stop position of the plunger can be made closer to a desired stop position corresponding to the set time by the execution time of the free-run control or the execution time of the brake control.

On the other hand, the motor drive control unit may be configured to control the braking force generated by the brake control based on the time measured by the timer unit in the stop control.
In this case, in the stop control, when the time measured by the timer unit is shorter than a preset time, the braking force is increased, and when the measured time is longer than the set time, the braking force is decreased such that the braking force is reduced. The force may be controlled.

By doing so, the stop position of the plunger can be made closer to a desired stop position corresponding to the set time by controlling the braking force generated by the brake control.
Next, the position detection unit only needs to detect the plunger position at which the stop position of the plunger can be estimated from the elapsed time after the start of energization of the motor, and after the start of energization of the motor until the plunger reaches the top dead center. It may be configured to detect a specific position between them.

  Further, the position detection unit is configured to detect a specific position after the energization of the motor is started until the plunger reaches the top dead center and reaches the bottom dead center where the driving is performed. Is also good.

  Further, the position detection unit may be configured to detect that the plunger has reached the top dead center after the start of energization of the motor. In this case, the position detection unit can be configured using a switch that switches on and off when the plunger reaches the top dead center, and the configuration can be simplified.

  Note that the position detection unit does not necessarily need to be configured to directly detect the position of the plunger, and the specific position of the plunger after the start of energizing the motor is determined based on the rotation amount or rotation angle of the motor used to move the plunger. May be configured to be detected.

Similarly, a specific position of the plunger after the start of energization of the motor may be detected from the amount of change in the position of the power transmission system from the motor to the plunger.
By the way, when a battery is used as a power supply for supplying power to the driving tool, the current supplied to the motor (in other words, the rotation speed of the motor) changes according to the supply voltage from the battery (that is, the battery voltage). It is also conceivable that the stop position of the plunger changes due to this voltage change.

  For this reason, a driving tool having a battery includes a battery voltage detection unit that detects a battery voltage, and the motor drive control unit determines a setting time used in the stop control based on the battery voltage detected by the battery voltage detection unit. May be set.

In this way, it is possible to suppress a change in the stop position of the plunger due to a change in the battery voltage.
In this case, the motor drive control unit may be configured to prohibit the setting of the set time based on the battery voltage when the driving interval of the driving tool is shorter than the set interval, and to retain the previous value as the set time. Good.

  That is, when the driving interval of the driving tool becomes short, the motor is repeatedly driven in a short time, and the battery voltage fluctuates. If the set time is set in a state where the battery voltage is fluctuated by driving the motor, the set time fluctuates every cycle of the driving operation, and the stop position of the plunger may change. Can be

  Therefore, when the driving interval of the driving tool is shorter than the set interval, such as when performing continuous driving, the stop position of the plunger changes due to the fluctuation of the battery voltage by prohibiting the setting of the set time based on the battery voltage. Can be suppressed.

It is a sectional view showing the whole driving tool composition of an embodiment. It is explanatory drawing showing the external appearance around the plunger of a driving tool. It is a block diagram showing the structure of the controller of a driving tool. FIG. 4 is an explanatory diagram illustrating a relationship between motor control and a plunger position. 5 is a flowchart illustrating motor drive control executed by a control circuit. FIG. 6 is an explanatory diagram illustrating a control map used in the motor drive control processing of FIG. 5. 6 is a time chart showing a control result by the motor drive control of FIG. It is a flowchart showing the motor drive control of a 1st modification. It is an explanatory view showing a control map used in a motor drive control process of a first modification. 9 is a flowchart illustrating motor drive control according to a second modification. It is an explanatory view showing a control map used in a motor drive control process of a second modification.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
As shown in FIG. 1, a driving tool 1 according to the present embodiment is for driving a driving tool 3 such as a needle or a staple into a driving target 2 such as a wood or a gypsum board. The housing 20 includes a housing unit 20, a grip unit 30, a magazine 40, and a battery pack 50.

  The magazine 40 is configured such that a plate-shaped connecting driving tool in which a large number of driving tools 3 are temporarily fixed in parallel with each other can be loaded. Then, the magazine 40 sends the loaded connecting driving tool to the driving nose portion 5 side in conjunction with the driving operation of the tool body 10, so that one driving tool 3 is inserted into the driving passage of the driving nose portion 5. Supply each.

  The driving path is for moving the driving tool 3 supplied from the magazine 40 in a direction perpendicular to the direction of supply from the magazine 40 and discharging the driving tool 3 from the discharge port 7 at the tip of the driving nose portion 5. .

  The tool main body 10 supplies the driving tool 3 into the driving path from the magazine 40 by reciprocating the driving driver 12 in the driving path, and hits the driving tool 3 by the driving driver 12 to move the driving tool 3 from the injection port 7. It is for injecting.

  For this reason, the tool main body 10 includes a striking mechanism 60 for reciprocating the striking driver 12 in the driving passage, and a driving mechanism 70 for driving the striking mechanism 60 by rotation of the motor 21 housed in the motor housing 20. Are provided.

  The striking mechanism 60 includes a round bar-shaped support portion 62 assembled in the tool body 10 so that the center axis is parallel to the moving direction of the striking driver 12, and a striking spring 64 provided around the support portion 62. And a plunger 66 to which the impact driver 12 is fixed.

  The impact spring 64 is formed of a coil spring, and has one end fixed to the support portion 62 of the tool body 10 and the other end fixed to a plunger 66. The plunger 66 has a hole through which the support part 62 is inserted, and the support part 62 is inserted into the hole, so that the plunger 66 is movable in the axial direction of the support part 62.

  Therefore, the plunger 66 is urged toward the driving nose portion 5 by the impact spring 64. When the plunger 66 moves toward the driving nose portion 5 by the urging force of the striking spring 64, the plunger 66 comes into contact with the rubber damper 68 having elasticity and stops.

  At this stop position (that is, the bottom dead center), as shown in FIG. 1, the tip of the impact driver 12 projects from the ejection port 7 of the impact nose portion 5, and the impact tool 3 supplied from the magazine 40 is moved toward the impact target 2. Extrude. The damper 68 is for absorbing an impact generated when the plunger 66 is brought into contact.

  The driving mechanism 70 moves the plunger 66 of the striking mechanism 60 to the rear end position (ie, top dead center) opposite to the driving nose portion 5 against the biasing force of the striking spring 64, thereby striking. This is for compressing the spring 64 and thereafter releasing the impact spring 64.

  When the plunger 66 is moved to the top dead center by the drive mechanism 70 and the striking spring 64 is opened, the plunger 66 is instantaneously moved from the top dead center to the bottom dead center by the urging force of the striking spring 64, and the striking driver is driven. 12 and hits the nose 5 side.

As a result, the driving driver 12 drives the driving tool 3 into the driving target 2. The configuration of the driving mechanism 70 will be described later.
Next, the drive mechanism 70 is arranged on the tool body 10 on the opposite side of the plunger 66 of the striking mechanism 60 from the striking driver 12. The motor accommodating section 20 is disposed so as to sandwich the drive mechanism 70 between the motor accommodating section 20 and the striking mechanism 60.

  The motor 21 is housed in the housing of the motor housing 20 such that the rotating shaft 22 is orthogonal to the moving direction of the striking driver 12 and the tip of the rotating shaft 22 projects toward the drive mechanism 70. .

  The magazine 40 is arranged along the tool body 10 and the motor housing 20 from the driving nose 5. The grip portion 30 is disposed on the opposite side of the motor housing portion 20 from the magazine 40 via a space for a user to put his or her hand.

  The grip portion 30 extends in the same direction as the motor housing portion 20 from the rear end side of the tool main body portion 10 located on the side opposite to the plunger 66 of the impact spring 64, and allows the user to move between the motor housing portion 20. By putting your hand in the space, it can be grasped with one hand.

  A flat-plate-shaped battery mounting portion 51 for mounting the battery pack 50 is provided at an end of the grip portion 30 and the motor housing portion 20 opposite to the tool body portion 10 so as to connect these components. ing.

  The housings of the tool body 10, the motor housing 20, the grip 30, and the battery mounting unit 51 are combined as a half-split housing divided into two parts by a plane passing through the center axis of the motor 21 and the center axis of the support part 62. It is formed integrally with resin.

The halved housings are connected to each other by a plurality of fixing screws, and the above-described motor 21, the striking mechanism 60, the driving mechanism 70, and the like are housed therein.
The outer wall of the battery mounting portion 51 on the side opposite to the tool body 10 serves as a mounting surface for the battery pack 50. The mounting surface has rails for mechanically connecting the battery pack 50, Positive and negative terminal plates for the connection are provided.

  The battery pack 50 has, for example, a built-in lithium ion battery (hereinafter referred to as a battery) 52 having an output voltage of 14.4 V. The battery pack 50 is detached from the battery mounting portion 51 and is repeatedly used by being charged by a charger. Can be. The battery pack 50 can also be used as a power source for a power tool different from the driving tool 1, such as a rechargeable screw tightener or a cutting tool.

  The battery mounting unit 51 includes a controller 80 (see FIG. 3) including a control circuit 90 for controlling the operation of the motor 21 and a power supply circuit 85 for supplying a power supply voltage (a constant DC voltage) Vcc to the control circuit 90. It is stored.

  A trigger-type lever is provided at a portion of the grip portion 30 protruding from the tool body 10 and facing the motor housing portion 20 so that a user can pull the finger while the grip portion 30 is gripped by the user. 32 are provided.

Behind the lever 32, there is provided a trigger switch (hereinafter, the switch is referred to as SW) 34, which is turned on when a contact is pressed when the lever 32 is pulled.
A long contact arm 14 is provided on the tool body 10 in parallel with the impact driver 12. The contact arm 14 is housed in a detection passage provided in the tool body 10 so as to be parallel to a driving passage in which the impact driver 12 is reciprocally movable, and is capable of reciprocating in the same direction as the impact driver 12. is there.

The contact arm 14 is for detecting that the driving nose portion 5 is in contact with the driving target 2 and the driving of the driving tool 3 is enabled.
For this reason, the contact arm 14 is urged toward the driving nose portion 5 by the coil spring 15 in the tool body 10, and the end opposite to the coil spring 15 protrudes from the driving nose portion 5 in normal times. Held in state.

The contact arm 14 is pushed into the tool body 10 by the driving target 2 when the driving nose portion 5 comes into contact with the driving target 2.
The tool main body 10 is provided with a contact arm SW18 for detecting that the driving tool 3 can be driven from the change in the position of the contact arm 14.

  At the rear end of the contact arm 14 on the side of the coil spring 15, an arm 16 for pressing the SW is provided. When the contact arm 14 moves into the tool body 10 against the urging force of the coil spring 15, the arm 16 pushes down the contact of the contact arm SW 18 via the leaf spring 17.

  Therefore, the contact arm SW18 is turned on when the driving nose portion 5 comes into contact with the driving target 2 and the driving tool 3 can be driven safely into the driving target 2.

  The contact arm SW18 and the trigger SW34 are connected to the controller 80. When both of these switches are turned on at the same time, the controller 80 determines that a driving command has been input and starts driving the motor 21. .

Next, the driving mechanism 70 will be described.
As shown in FIGS. 1 and 2, a reduction mechanism 23 is provided on the rotation shaft of the motor 21, and the rotation of the motor 21 is transmitted to the drive mechanism 70 via the reduction mechanism 23.

  The reduction mechanism 23 includes a pinion gear 24 fixed to the rotation shaft 22 of the motor 21, an internal gear ring gear 25 fixed to the housing of the motor housing 20, a planetary gear 26 provided therebetween, and a drive mechanism 70. And an output shaft 27 that transmits power to the motor.

  The output shaft 27 is provided so as to be rotatable around a concentric axis with the motor 21, and has a large-diameter portion where the rotation shaft of the planetary gear 26 is fixed at a position shifted from the rotation center axis, and protrudes toward the drive mechanism 70. And a reduced diameter portion. The small diameter portion is configured as a pinion gear 28 for transmitting power to the drive mechanism 70.

  In the speed reduction mechanism 23, the rotation of the motor 21 (in other words, the pinion gear 24) causes the planetary gear 26 to revolve around the rotation shaft 22 of the motor 21 and rotate the output shaft 27 at a lower speed than the motor 21.

Therefore, the rotation of the motor 21 is transmitted to the drive mechanism 70 at a reduced speed via the pinion gear 28 formed at the small diameter portion of the output shaft 27.
Further, between the large-diameter portion of the output shaft 27 and the case of the speed reduction mechanism 23 (in other words, the housing of the motor accommodating portion 20), the output shaft 27 corresponding to the rotation when the motor 21 is driven is moved in one direction. A one-way clutch 29 is provided that allows rotation and prohibits rotation in the reverse direction.

The drive mechanism 70 has a spur gear 72 that meshes with the pinion gear 28 of the reduction mechanism 23.
The spur gear 72 is rotatably fixed in the housing of the tool body 10 around an axis parallel to the rotation shaft 22 of the motor 21 (in other words, around an axis orthogonal to the center axis of the support of the striking mechanism 60). Have been.

  Pins 76A and 76B are provided on the plate surface of the spur gear 72 at two positions at a predetermined angle with respect to the center axis. The pins 76A and 76B protrude from the plate surface of the spur gear 72 toward the striking mechanism 60, and the height of the pin 76B is higher than the pin 76A.

  These pins 76A and 76B respectively engage with protrusions 66A and 66B protruding from the plunger 66 of the striking mechanism 60 toward the drive mechanism 70 by the rotation of the spur gear 72, thereby winding up the striking spring 64, 66 is moved in the direction of the top dead center.

For this reason, rollers are provided around the pins 76A and 76B, so that the impact spring 64 can be wound up smoothly.
The projecting portion 66B projects from the lower end of the plunger 66 on the damper 68 side, and the projecting portion 66A projects from the upper end of the plunger 66 on the side opposite to the damper 68. Further, the amount of protrusion from the plunger 66 is larger in the protrusion 66A than in the protrusion 66B.

  Further, the arrangement angle of the pins 76A and 76B with respect to the center axis of the spur gear 72 is such that the rotation of the spur gear 72 causes the pin 76A to engage with the protrusion 66A and wind up the striking spring 64, and thereafter the pin 76B is moved to the protrusion 66B. The striking spring 64 is further wound up by engaging.

  For this reason, when the pin 76B engages with the protrusion 66B and the striking spring 64 is wound up, and the plunger 66 reaches the top dead center, these engagements are released. When these engagements are released, the striking spring 64 is released, so that the plunger 66 is moved to the bottom dead center by the urging force of the striking spring 64, and the striking driver 12 strikes the driving tool 3.

  When the plunger 66 reaches the vicinity of the top dead center, the tool body 10 is provided with a top dead center detection SW 78 which is brought into contact with the protruding portion 66A, and the detection signal from the top dead center detection SW 78 is provided. Is also input to the controller 80.

Therefore, when the top dead center detection switch 78 is changed from the on state to the off state, the controller 80 can detect that the striking driver 12 has performed a strike.
Next, the controller 80 will be described.

  As shown in FIG. 3, the controller 80 includes two driving switching elements provided in an energizing path from the motor 21 to the negative electrode side of the battery 52 among energizing paths from the battery 52 in the battery pack 50 to the motor 21. Q1 and Q2 are provided.

  The drive switching elements Q1 and Q2 are configured by n-channel MOSFETs in the present embodiment. Therefore, the drive switching elements Q1 and Q2 are turned on by the input of the high-level drive signal to the gates, and form a current supply path to the motor 21.

  The controller 80 also includes a braking switching element Q3 connected in parallel to the motor 21. The braking switching element Q3 is for causing a braking current to flow by an electromotive force generated by the rotation of the motor 21 after the power supply to the motor 21 is stopped, thereby causing the motor 21 to generate a braking torque (hereinafter referred to as a braking force). is there.

  The brake switching element Q3, like the drive switching elements Q1 and Q2, is configured by an n-channel MOSFET, and is turned on when a high-level drive signal is input to the gate, so that the motor is turned on. A brake current is passed through 21.

  The controller 80 includes driving circuits 81, 82, 83 for turning on / off the switching elements Q1, Q2, Q3, and a control circuit 90 for controlling the motor 21 via the driving circuits 81, 82, 83. , And a power supply circuit 85 for the control circuit 90.

  One end of the above-described trigger SW34, contact arm SW18, and top dead center detection SW78 is connected to a power supply line to which the power supply voltage Vcc generated by the power supply circuit 85 is supplied via pull-up resistors R1, R2, and R3. Have been. The other end of each of the SWs 34, 18, and 78 is grounded to a ground line on the negative side of the power supply line.

  For this reason, the detection signals from the respective SWs 34, 18, 78 are taken into the controller 80 as a low level when the SWs 34, 18, 78 are on, and as a high level when the SWs 34, 18, 78 are off. Will be.

  A current path from the positive electrode of the battery 52 to the motor 21 includes a capacitor C1 for absorbing a change in battery voltage caused by the driving of the motor 21 and a voltage detection unit serving as a battery voltage detection unit for detecting the battery voltage. The circuit 86 is connected.

The detection signal from the voltage detection circuit 86 and the detection signals from the above-described SWs 34, 18, and 78 are input to the control circuit 90.
The control circuit 90 mainly includes a well-known microcomputer having a CPU and a semiconductor memory such as a ROM, a RAM, and a flash memory. The control circuit 90 includes a SW input determination unit 91, a motor drive control unit 92, a timer unit 93, a voltage determination It functions as the unit 94 and the display control unit 95.

  Note that these functions are realized by the CPU executing a program stored in the semiconductor memory, which is a non-transitional substantive recording medium, and a control method corresponding to the program is realized by executing the program.

  The method of realizing each of the above functions in the control circuit 90 is not limited to software, and some or all of the elements may be realized using hardware combining logic circuits, analog circuits, and the like.

  Here, the SW input determination section 91 is for determining the on / off state of each of the SWs 34, 18, and 78, and the motor drive control section 92 is for determining the on / off state of each of the SWs 34, 18, and 78. The motor 21 is controlled according to.

  As shown in FIG. 4, the control of the motor 21 by the motor drive control unit 92 is performed when the drive and brake switching elements Q1, Q2, and Q3 are off and the plunger 66 is stopped at a predetermined position. It is performed as an initial state.

  When the trigger SW 34 is turned on in the initial state, the motor drive control unit 92 turns on the drive switching element Q2 via the drive circuit 82, and changes the drive switching elements Q1, Q2 Verify that there is no failure.

  When the failure of the driving switching elements Q1 and Q2 is detected, the driving of the motor 21 is prohibited. In this case, the display circuit 87 may display that the drive switching element is out of order.

  Further, when both the trigger SW 34 and the contact arm SW 18 are turned on in the initial state, the motor drive control unit 92 determines that a driving command has been input, and controls the drive switching elements Q 1, Q 2 via the drive circuits 81, 82. It is turned on and the driving of the motor 21 is started.

  The motor 21 is driven by the time T1 during which the plunger 66 reaches the top dead center and the striking spring 64 is opened, and thereafter, the plunger 66 moves to the bottom dead center, the driving is completed, and the plunger 66 moves up. The operation is continued until the time T2 required to return to the dead center direction elapses.

When the times T1 and T2 have elapsed, the motor drive control unit 92 turns off the drive switching elements Q1 and Q2 to stop driving the motor 21.
In this state, the motor 21 enters the free-run state, and the plunger 66 moves further in the direction of the top dead center. Therefore, after a predetermined free-run time T3 has elapsed, the motor drive control unit 92 turns on the brake switching element Q3. This causes the motor 21 to generate a braking force.

  As a result, the plunger 66 stops, and the stop position becomes the next motor drive start position. When the stop position of the plunger 66 changes, the time from the input of the driving command until the driving tool 3 is driven into the driving target 2 changes, giving the user a sense of discomfort.

  Thus, the motor drive control unit 92 controls the motor drive time T2 from when the top dead center detection SW 78 is turned on / off to when the drive of the motor 21 is stopped, the free run time T3, and the brake control time T4. Thus, the stop position of the plunger 66 after the driving is controlled.

When the brake control time T4 has elapsed, the motor drive control unit 92 turns off the brake switching element Q3 and turns on the drive switching element Q2 again.
The timer 93 measures the control time of the motor 21 by the motor drive controller 92, that is, the motor drive times T1, T2, the free-run time T3, and the brake time T4.

Further, the voltage determination unit 94 detects a battery voltage based on a detection signal from the voltage detection circuit 86 and reflects the detected battery voltage in the control of the motor 21.
The display control unit 95 is for displaying the operation state of the driving tool 1 on the display circuit 87 based on the determination result by the SW input determination unit 91.

  Next, a description will be given of a motor drive control process that is repeatedly executed as one of the main routines by the microcomputer constituting the control circuit 90 in order to realize the function as the motor drive control unit 92.

  As shown in FIG. 5, in the motor drive control process, first, in S110, an operation SW input acquisition process of capturing the states of the trigger SW 34 and the contact arm SW 18 which are operation switches of the driving tool 1 is executed.

  Next, in S120, it is determined whether or not the motor 21 is currently being driven. If the motor 21 is not being driven, the process proceeds to S130. If the motor 21 is being driven, the process proceeds to S190.

  In S120, it is determined that the motor 21 is being driven during one driving operation cycle period (T1 + T2 + T3 + T4) from the start of driving the motor 21 by energizing the motor 21 to the end of the brake control.

  In S130, it is determined whether or not a continuous request (specifically, a flag) for continuously driving the driving tool 3 is set. If the continuous request is set, the process proceeds to S180, and the continuous request is set. If not, the process proceeds to S140.

  In S140, it is determined from the state of the trigger SW34 and the contact arm SW18 acquired in S110 whether or not a driving operation for turning on both the SWs 34 and 18 has been performed, in other words, whether or not a driving command has been input. I do.

  If it is determined in S140 that the driving operation has not been performed, the motor 21 does not need to be driven. Therefore, the motor drive control process is temporarily terminated. If it is determined in S140 that the driving operation has been performed, the process proceeds to S150. Transition.

  In S150, using the battery voltage detected by the voltage detection circuit 86 and the map shown in FIG. 6, after the driving of the motor 21 is started, the plunger 66 reaches the top dead center and the striking spring 64 is opened ( That is, the allowable range of the motor drive time T1 (before the driving is started) is set as the set time.

  The map shown in FIG. 6 is for setting the allowable range of the motor drive time T1, the motor drive time T2, the free-run time T3, and the brake time T4 according to the battery voltage. In a non-volatile memory (ROM, flash memory, etc.).

  In particular, in the present embodiment, in order to suppress a change in the stop position of the plunger 66 before the motor drive starts, the free-run time T3 is determined based on the deviation of the actually measured motor drive time T1 from the allowable range. To be set.

  Specifically, as parameters for setting the free-run time T3, a reference time (30 ms in the figure) and a correction amount representing a ratio multiplied by a deviation (time difference) of the measured motor drive time T1 from an allowable range are set. Have been.

  In the map shown in FIG. 6, the allowable range of the motor drive time T1, the correction amount of the motor drive time T2, and the correction amount of the free-run time T3 are set such that the lower the battery voltage, the longer each of these times. The brake time T4 is set to a fixed time.

  This is because the lower the battery voltage, the lower the driving torque generated when the motor 21 is energized, and the longer the time required to wind up the striking spring 64 and move the plunger 66. Also, by setting each of the above times in this way, it is possible to suppress a change in the stop position after one cycle of the driving operation.

  Next, in S160, a motor drive time T2 from the start of driving until the energization of the motor 21 is stopped is set using the battery voltage and the map shown in FIG. The brake time T4 is set using the map shown in FIG.

  Then, in S180, by turning on the drive switching elements Q1 and Q2 via the drive circuits 81 and 82, energization of the motor 21 (in other words, driving of the motor 21) is started, and the motor drive control processing is performed. Is temporarily terminated.

  In FIG. 3, the drive circuit 81 receives not only a control signal for turning on and off the drive switching element Q1 from the motor drive control unit 92, but also a detection signal from the trigger SW34 and the contact arm SW18. Is also entered.

  This is because, when at least one of the trigger SW34 and the contact arm SW18 is in the off state, the switching element Q1 is forcibly turned off to the drive circuit 81 regardless of the control signal from the motor drive control unit 92. It is.

  With this configuration, for example, when a control signal for turning on the drive switching elements Q1 and Q2 is output from the control circuit 90 due to a malfunction of the control circuit 90, energization of the motor 21 is prohibited and the motor 21 is driven. Can be prevented.

Next, in S190, similarly to S140, it is determined whether or not a driving operation has been performed based on the states of the trigger SW and the contact arm SW18 acquired in S110.
When it is determined in S190 that the driving operation has been performed, it is determined that a continuous request for continuously driving the driving tool 3 has been input in the current driving operation because the motor 21 is currently being driven. , A continuous request (specifically, a flag) is set, and the routine goes to S210. If it is determined in S190 that there is no driving operation, the process directly proceeds to S210.

Next, in S210, it is determined whether or not the drive switching elements Q1 and Q2 are in the ON state and the motor 21 is being energized.
If the motor 21 is currently energized, the process proceeds to S220, and after the energization of the motor 21 is started, whether or not the top dead center detection SW 78 is turned on / off, that is, the driving by the impact spring 64 is performed. It is determined whether or not it has been started.

  If it is determined in S220 that the driving of the impact spring 64 has not been started after the energization of the motor 21 has been started, the process proceeds to S230, and the time elapsed since the energization of the motor 21 was started in S180. That is, the motor drive time T1 is measured by a timer. Then, after the timer measurement, the motor drive control process ends once.

  The timer measurement performed in S230 and S240, S310, and S340 described below is performed, for example, by counting up a time counter. The function of the timer unit 93 is realized by the processing of S230, S240, S310, and S340.

  Next, in S220, after the energization of the motor 21 is started, the top dead center detection SW 78 is turned on / off, and when it is determined that the driving by the impact spring 64 is started, the process proceeds to S240 and the driving is started. The subsequent motor drive time T2 is measured by a timer.

  Then, in S250, it is determined whether or not the measured motor drive time T2 matches the motor drive time T2 set in S160, that is, after the driving starts, the motor drive time T2 set in S160 elapses. It is determined whether or not it has been done.

  If it is determined in S250 that the motor drive time T2 set in S160 has elapsed after the start of driving, the process proceeds to S260, and otherwise, the motor drive control process ends once.

  In S260, since the motor drive time T2 set in S160 has elapsed after the start of driving, the switching elements Q1 and Q2 are turned off via the drive circuits 81 and 82, and the power supply to the motor 21 is cut off. . As a result, the motor 21 enters the free-run state, and the plunger 66 moves toward the top dead center by inertia.

  Next, in S270, the motor driving time T1 measured in S230 is compared with the allowable range of the motor driving time T1 set in S150, and if the measured motor driving time T1 is out of the allowable range, A time difference, which is an amount of deviation from the allowable range, is calculated. In S270, if the measured motor drive time T1 is within the allowable range set in S150, the time difference is set to zero.

  In S280, the correction time of the free-run time T3 is calculated by multiplying the time difference calculated in S270 by the correction amount (ratio) obtained from the map shown in FIG. 6, and the process proceeds to S290.

  In S290, the reference time of the free-run time T3 is corrected using the correction time calculated in S280, so that the free-run time T3 used for control is set, and the motor drive control process is temporarily terminated.

  In S290, in the first driving operation after the battery power is supplied to the controller 80 from a state where the battery power is not supplied and the controller 80 becomes operable, the free driving obtained from the map shown in FIG. The reference time of the run time T3 is used. Then, in the subsequent driving operation, the free-run time T3 set in the previous step S290 is used as a reference time for the free-run time T3.

  In S290, if the measured motor drive time T1 is shorter than the lower limit of the allowable range obtained from the map shown in FIG. 6, the stop position of the plunger 66 is too close to the top dead center, so that the free run is performed. The correction time is subtracted from the reference time of the time T3.

  That is, in this case, the free-run time T3 is set as “free-run time T3 = reference time−time difference × correction amount”. As a result, the stop position of the plunger 66 when starting the next driving operation is controlled to an appropriate position farther from the top dead center than the current stop position.

  Conversely, if the measured motor drive time T1 is longer than the upper limit of the allowable range obtained from the map shown in FIG. 6, the stop position of the plunger 66 is too far from the top dead center, and the free-run time The correction time is added to the reference time of T3.

  That is, in this case, the free-run time T3 is set as “free-run time T3 = reference time + time difference × correction amount”. As a result, the stop position of the plunger 66 when starting the next driving operation is controlled to an appropriate position closer to the top dead center than the current stop position.

  Next, when it is determined in S210 that the motor 21 is not energized, the process proceeds to S300, in which the drive switching elements Q1, Q2 and the brake switching element Q3 are currently in the off state, and the motor It is determined whether or not 21 is in a free-run state.

If the motor 21 is in the free run state, the process proceeds to S310, the free run time T3 is measured by a timer, and the process proceeds to S320.
In S320, whether the timer-measured free-run time T3 matches the free-run time T3 set in S290, in other words, after the power supply to the motor 21 is stopped in S260, the flow proceeds to S290. It is determined whether or not the set free-run time T3 has elapsed.

In S320, when it is determined that the free-run time T3 set in S290 has elapsed, the process proceeds to S330, otherwise, the motor drive control process is temporarily terminated.
In S330, since the free-run time T3 set in S290 has elapsed after the power supply to the motor 21 has been cut off, the brake control is started by turning on the braking switching element Q3 via the drive circuit 83, The motor drive control process ends once.

  Next, in S300, when it is determined that the motor 21 is not in the free-run state, that is, when the brake control is being executed, the process proceeds to S340, in which the brake time T4 is measured by a timer, and the process proceeds to S350. Transition.

  In S350, it is determined whether or not the brake time T4 measured by the timer matches the free-run time T4 set in S170, in other words, the brake set in S170 after the brake control is started in S330. It is determined whether or not the time T4 has elapsed.

Then, in S350, when it is determined that the brake time T4 set in S330 has not elapsed, the motor drive control process is temporarily terminated.
Conversely, when it is determined in S350 that the brake time T4 set in S330 has elapsed, in S360, the brake switching element Q3 is turned off to terminate the brake control, and the motor 21 To stop. Then, one cycle of the driving operation is completed by the processing of S360.

  Since the one-way clutch 29 is provided in the speed reduction mechanism 23, even if the braking switching element Q3 is turned off in S360, the biasing force of the striking spring 64 causes the motor 21 to rotate in the reverse direction, causing the plunger 66 to move downward. It does not move in any direction. That is, when one cycle of the driving operation is completed, the plunger 66 is positioned at the position at that time.

  As described above, in the driving tool 1 of the present embodiment, as shown in FIG. 7, when the trigger SW 34 and the contact arm SW 18 are both turned on, the driving of the motor 21 is started.

  When the top dead center detection SW 78 is turned on and off after the start of driving of the motor 21 and the driving is started, the driving of the motor 21 is continued for the motor driving time T2. 21 is rotated in a free-run state.

Then, when the free-run time T3 elapses, the brake control for generating the braking force on the motor 21 is performed until the brake time T4 elapses, and the motor 21 is stopped.
Further, in the present embodiment, the motor driving time T1 from the start of driving of the motor 21 until the top dead center detection SW 78 is turned on / off and the driving is started is measured.

  If the measured motor drive time T1 is out of the allowable range as the set time, the stop position of the plunger 66 before the start of the motor drive is deviated from the proper position. The time T3 is corrected.

  For example, as in the second cycle shown in FIG. 7, when the motor drive time T1 is longer than the allowable range, the stop position of the plunger 66 is closer to the bottom dead center than the appropriate position. By increasing the free-run time T3, the next stop position is corrected toward the top dead center.

  Also, as in the third cycle shown in FIG. 7, when the motor drive time T1 is shorter than the allowable range, the stop position of the plunger 66 is closer to the top dead center than the appropriate position. By shortening the free-run time T3, the next stop position is corrected toward the bottom dead center.

  As a result, according to the driving tool 1 of the present embodiment, the stop position of the plunger 66 at the start of driving the motor can be automatically corrected to an appropriate position, and after the user inputs a driving command, the driving tool 3 It is possible to suppress a change in the time until the driving is performed.

Therefore, it is possible to suppress the user from feeling uncomfortable due to the time change, and to improve the usability of the driving tool 1.
The stop position of the plunger 66 after the completion of the driving operation is affected by the battery voltage. In the present embodiment, the allowable range (set time) of the motor drive time T1, the motor drive time T2, and the free-run time T3. Is set according to the battery voltage. Specifically, each of these times is set to be longer as the battery voltage is lower.

For this reason, according to the driving tool 1 of the present embodiment, a change in the stop position of the plunger 66 before the start of driving of the motor 21 due to a change (decrease) in the battery voltage can be suppressed.
Each of the above-mentioned times used for controlling the stop position of the plunger 66 is set using the battery voltage detected before the energization of the motor 21 is started in S180. For this reason, even if the battery voltage fluctuates with the rotation of the motor 21, the respective times can be set appropriately without being affected by the fluctuation of the battery voltage.

Further, in the present embodiment, the stop position of the plunger 66 is controlled by cutting off the power supply to the motor 21 and correcting the free-run time T3 before starting the brake control.
Therefore, it is not necessary to control the current supplied to the motor 21 for controlling the stop position of the plunger 66, and the stop position can be easily controlled.

  In the present embodiment, when a driving command is input during driving of the motor and it is necessary to continuously drive the driving tool 3, various times are set in S150 to S170 for each driving operation cycle. Prohibit

  This is because if the driving operation is repeatedly performed in a short time, the battery voltage temporarily drops and fluctuates. In other words, in this case, if the processes of S150 to S170 are executed for each cycle of the driving operation, various times set in S150 to S170 change, thereby changing the stop position of the plunger 66. It is possible.

  Therefore, in the present embodiment, when there is a continuous request to continuously perform the driving, the time setting in S150 to S170 is prohibited, thereby suppressing the change in the stop position of the plunger 66 for each cycle of the driving operation. are doing.

  In the present embodiment, the time setting in S150 to S170 is prohibited when the interval of one cycle of the driving operation is extremely short due to the continuous request of the driving. However, the interval of one cycle of the driving operation is measured. You may do so.

  That is, for example, when it is determined in S140 that the driving operation has been performed, the elapsed time from the previous driving operation is obtained, and when the elapsed time is shorter than the preset interval, the time in S150 to S170 is determined. The setting is prohibited.

Also in this case, it is possible to suppress a change in the stop position of the plunger 66 due to a change in the battery voltage.
[First Modification]
In the above embodiment, for controlling the stop position of the plunger 66, the free-run time T3 is controlled in accordance with the motor drive time T1 from the start of driving of the motor 21 until the top dead center detection SW 78 is turned on / off. However, the brake time T4 may be controlled.

Therefore, in the first modified example, a motor drive control process for controlling the brake time T4 according to the motor drive time T1 and a map used for the control will be described.
In this modification, the map shown in FIG. 9 is used.

  This map is configured so that the allowable range of the motor drive time T1, the motor drive time T2, the free-run time T3, the brake time T4, and the braking force can be set according to the battery voltage.

  The braking force is defined by the drive duty ratio of the brake switching element Q3 when the brake switching element Q3 is turned on and a brake current flows through the motor 21. Is subjected to PWM control.

However, in the map shown in FIG. 9, the braking force is fixed at a constant value (100%), and the free-run time T3 is also fixed at a constant value (30 ms).
Further, the brake time T4 is different from the reference time set according to the battery voltage and the measured motor drive time T1 from the allowable range in order to suppress a change in the stop position of the plunger 66 before the motor drive is started. (Time difference) and a correction amount representing a ratio multiplied by (time difference).

The brake time T4 needs to be longer as the battery voltage is higher (in other words, as the drive torque generated when the motor 21 is energized is larger).
Therefore, the reference time and the correction amount of the brake time T4 are set such that the higher the battery voltage, the longer the brake time T4.

  This map is used in the motor drive control process, but the basic procedure is the same as that shown in FIG. Therefore, in the following description, the motor drive control processing of the first modified example will be described with respect to points different from FIG. 5, and the description of the same processing as FIG.

  As shown in FIG. 8, in the present modification, after setting the motor drive time T2 in S160, the free-run time T3 and the braking time are set in S410 and S420 using the battery voltage and the map shown in FIG. The drive duty ratio of the brake switching element Q3 at the time is set.

  In S260, the power supply to the motor 21 is stopped. In S270, the amount of deviation (time difference) from the set range of the motor driving time T1 is calculated. Then, the flow shifts to S430, and the braking time T4 Is calculated.

  Then, in S440, by using the correction time calculated in S430 to correct the reference time of the brake time T4, the brake time T4 used for the control is set, and the motor drive control process is temporarily ended.

  In S440, in the first driving operation after the battery power is supplied to the controller 80 from the state where the battery power is not supplied and the controller 80 becomes operable, the braking time obtained from the map shown in FIG. Use the T4 reference time. Then, in the subsequent driving operation, the brake time T4 set in the previous step S440 is used as a reference time of the brake time T4.

  In S440, if the measured motor drive time T1 is shorter than the lower limit of the allowable range obtained from the map shown in FIG. 9, the stop position of the plunger 66 is too close to the top dead center. The correction time is added to the reference time of T4.

  By this correction, the brake time T4 becomes longer, so that the motor 21 is more greatly decelerated by the brake control, and the next stop position of the plunger 66 is more appropriate than the current stop position from the top dead center. Controlled by position.

  In S440, if the measured motor drive time T1 is longer than the upper limit of the allowable range obtained from the map shown in FIG. 9, the stop position of the plunger 66 is too far from the top dead center, so the brake time T4 The correction time is subtracted from the reference time.

  By this correction, the brake time T4 is shortened, so that the deceleration of the motor 21 due to the brake control is suppressed, so that the next stop position of the plunger 66 is closer to the top dead center than the current stop position. Controlled by position.

The drive duty ratio set in S420 is used for performing PWM control on the brake switching element Q3 when the brake control started in S330 is executed.
Then, as in this modification, the brake time T4 is controlled according to the deviation of the motor drive time T1 from the allowable range until the top dead center detection SW 78 is turned on / off after the drive of the motor 21 is started. Even when the stop position of the plunger 66 fluctuates, it can be suppressed.
[Second Modification]
In the above embodiment and the first modification, the control time in the stop control of the motor 21, that is, the free-run time T3 or the brake time T4 is corrected in order to control the stop position of the plunger 66. The braking force may be corrected.

Therefore, in a second modified example, a description will be given of a motor drive control process for controlling the braking force according to the motor drive time T1, and a map used for the control.
In this modification, the map shown in FIG. 11 is used.

  This map is configured to set the allowable range of the motor drive time T1, the motor drive time T2, and the braking force according to the battery voltage, and the free-run time T3 and the brake time T4 each have a fixed value. Is set.

  Similarly to the first modification, the braking force is a drive duty ratio of the braking switching element Q3 when the braking switching element Q3 is turned on and a braking current flows to the motor 21. In this map, the braking force is used as a reference. It is defined by the value and the correction amount.

  Note that the correction amount specified in this map is a correction amount per unit time (per 1 ms in the figure) of a deviation (time difference) of the measured motor drive time T1 from the allowable range. Therefore, when actually correcting the drive duty ratio, the correction amount is calculated by multiplying the deviation (time difference) of the measured motor drive time T1 from the allowable range by the correction amount.

  Further, in order to make the stop position of the plunger 66 constant, the braking force generated during the brake control is increased as the battery voltage is increased (in other words, as the driving torque generated when the motor 21 is energized is increased). There is a need.

Therefore, the reference value and the correction amount of the braking force defined by the map are set to increase as the battery voltage increases.
This map is used in the motor drive control process, but the basic procedure is the same as that shown in FIGS. Therefore, in the following description, the motor drive control processing of the second modified example will be described with respect to differences from FIGS. 5 and 8, and the description of the same processing as FIGS. 5 and 8 will be omitted.

  As shown in FIG. 10, in this modification, after setting the motor drive time T2 in S160, the free-run time T3 and the braking time are set in S410 and S170 using the battery voltage and the map shown in FIG. Time T4 is set.

  Further, when the energization of the motor 21 is stopped in S260, and the deviation amount (time difference) from the set range of the motor drive time T1 is calculated in S270, the process proceeds to S510, and the battery voltage and the map shown in FIG. Is used to calculate the correction amount of the braking force. The procedure for calculating the correction amount is as described above.

When the correction amount of the braking force is calculated in S510, the process proceeds to S520, in which the reference value of the braking force is corrected with the correction amount calculated in S510, and the braking force used for control is set.
In S520, in the first driving operation after the battery power is supplied to the controller 80 from a state where the battery power is not supplied and the controller 80 becomes operable, the braking force obtained from the map shown in FIG. Use the reference value. Then, in the subsequent driving operation, the braking force set in the previous step S520 is used as a reference value of the braking force.

  In S520, if the measured motor drive time T1 is shorter than the lower limit of the allowable range obtained from the map shown in FIG. 11, the stop position of the plunger 66 is too close to the top dead center, and the braking force The correction amount is added to the reference value of.

  By this correction, the braking force generated in the brake control increases, so that the motor 21 is further decelerated, and the next stop position of the plunger 66 is farther from the top dead center than the current stop position. It is controlled to an appropriate position.

  In S520, if the measured motor drive time T1 is longer than the upper limit of the allowable range obtained from the map shown in FIG. 11, the stop position of the plunger 66 is too far from the top dead center. Subtract the correction amount from the reference value.

  By this correction, the braking force generated by the brake control is reduced, so that the deceleration of the motor 21 is suppressed, and the next stop position of the plunger 66 is closer to the top dead center than the current stop position. It is controlled to an appropriate position.

  The braking force (duty ratio) set in S520 is used for performing PWM control on the brake switching element Q3 when the brake control started in S330 is executed.

Then, as in this modification, the braking force is controlled in accordance with the deviation of the motor drive time T1 from the allowable range until the top dead center detection SW 78 is turned on / off after the drive of the motor 21 is started. Also, it is possible to suppress the fluctuation of the stop position of the plunger 66.
[Other Modifications]
As mentioned above, although the embodiment and the modification of the present invention were explained, the present invention is not limited to the above-mentioned embodiment and the modification, and various modes can be taken without departing from the gist of the present invention. it can.

  For example, in the above-described embodiment and the modified example, in order to set the free-run time T3, the brake time T4, or the correction amount of the braking force, the time until the top dead center detection SW 78 is turned on and off after the driving of the motor 21 is started. It has been described that the motor drive time T1 is detected.

  However, the motor drive time used to set the correction amount need not be the time until the top dead center detection SW 78 is turned on / off, but is the time until the top dead center detection SW 78 is turned on. Is also good.

  Further, the free-run time T3, the brake time T4, and the motor drive time used to correct the braking force change according to the stop position of the plunger 66 at the start of the motor drive, and the time at which the stop position of the plunger 66 can be estimated. Is good enough.

  For this reason, after driving the motor 21, the motor driving time for setting the correction amount may be measured at a predetermined position until the plunger 66 reaches the top dead center, or at a predetermined position after the plunger 66 starts driving. The motor driving time for setting the correction amount may be measured.

  In this case, it is necessary to detect the position of the plunger 66 at a position different from the top dead center. For this detection, for example, a non-contact sensor that can detect the position of the plunger 66 in a non-contact manner, such as a magnetic sensor, is used. Good to use.

  When the motor 21 is driven, the position of the plunger 66 corresponds to the amount of rotation after driving the motor 21 until the plunger 66 reaches the top dead center. For this reason, a rotation sensor that detects the rotation amount of the motor 21, the output shaft 27, or the spur gear 72 is provided in the motor 21, the speed reduction mechanism 23, or the drive mechanism 70, and the time required for the detected rotation amount to reach a predetermined amount. May be measured as the motor drive time for setting the correction amount.

  Next, in the above-described embodiment and the modified example, when the motor drive time T1 is out of the allowable range, one of the free-run time T3, the brake time T4, and the braking force is corrected based on the shift amount (time difference). Described as

  On the other hand, if the motor driving time T1 is out of the allowable range, two or all of these three parameters may be corrected based on the amount of deviation (time difference).

  Further, a plurality of functions of one component in the above embodiment may be realized by a plurality of components, or one function of one component may be realized by a plurality of components. Also, a plurality of functions of a plurality of components may be realized by one component, or one function realized by a plurality of components may be realized by one component. Further, a part of the configuration of the above embodiment may be omitted. Further, at least a part of the configuration of the above-described embodiment may be added to or replaced with the configuration of another above-described embodiment. In addition, all aspects included in the technical idea specified only by the language described in the claims are embodiments of the present invention.

  DESCRIPTION OF SYMBOLS 1 ... Driving tool, 2 ... Driving target, 3 ... Driving tool, 5 ... Driving nose part, 10 ... Tool body part, 12 ... Impact driver, 14 ... Contact arm, 20 ... Motor accommodating part, 21 ... Motor, 23 ... Deceleration Mechanism, 29 one-way clutch, 30 grip section, 40 magazine, 50 battery pack, 51 battery mounting section, 52 battery, 60 striking mechanism, 64 striking spring, 66 plunger, 70 driving mechanism, 80 ... Controller, 81, 82, 83 ... Drive circuit, 85 ... Power supply circuit, 86 ... Voltage detection circuit, 87 ... Display circuit, 90 ... Control circuit, 91 ... SW input determination section, 92 ... Motor drive control section, 93 ... Timer section, 94: voltage determination section, 95: display control section, Q1, Q2: drive switching element, Q3: brake switching element, 18: controller Kutoamu SW, 34 ... trigger SW, 78 ... top dead center detection SW.

Claims (8)

A plunger movable in the driving direction of the driving tool,
A striking spring for biasing the plunger in the driving direction;
A motor for moving the plunger in a direction opposite to the driving direction,
The plunger is engaged with the plunger by the rotation of the motor to move the plunger in a direction opposite to the driving direction. When the plunger reaches a top dead center due to the movement, the plunger is disengaged from the plunger. A drive mechanism for moving the plunger in the driving direction by a spring,
The energization of the motor is started according to a driving command from the outside, and thereafter, the driving tool is driven in accordance with the movement of the plunger, and the plunger is driven from the bottom dead center, which is the driving position of the driving tool, to the top dead center. When the motor drive time required to move to the side elapses, a motor drive control unit that cuts off the power to the motor,
A position detection unit that detects that the plunger has reached a predetermined position during energization of the motor by the motor drive control unit;
After the motor drive control unit starts energizing the motor, a timer unit that measures a time until it is detected that the plunger has reached a predetermined position in the position detection unit,
The motor drive control unit, after cutting off the current to the motor, by executing free-run control to rotate the motor by inertia and brake control to generate a braking force on the motor, A stop control for stopping the motor at a predetermined stop position is performed. In the stop control, at least one of the execution time of the free-run control and the execution time of the brake control is controlled based on the time measured by the timer unit. A driving tool that is configured as follows. The motor drive controller,
In the stop control, the execution time of the free-run control is shortened when the measurement time is shorter than a preset time, and the execution time of the free-run control is longer when the measurement time is longer than the set time. Controlling the execution time of the free-run control so that
The driving tool according to claim 1 , wherein the driving tool is configured as follows. The motor drive controller,
In the stop control, the execution time of the brake control is longer when the measurement time is shorter than a preset time, and the execution time of the brake control is shorter when the measurement time is longer than the preset time. Controlling the execution time of the brake control so that
The driving tool according to claim 1 , wherein the driving tool is configured as follows. A plunger movable in the driving direction of the driving tool,
A striking spring for biasing the plunger in the driving direction;
A motor for moving the plunger in a direction opposite to the driving direction,
The plunger is engaged with the plunger by the rotation of the motor to move the plunger in a direction opposite to the driving direction. When the plunger reaches a top dead center due to the movement, the plunger is disengaged from the plunger. A drive mechanism for moving the plunger in the driving direction by a spring,
The energization of the motor is started in accordance with a driving command from the outside, and thereafter, the driving tool is driven in accordance with the movement of the plunger. When the motor drive time required to move to the side elapses, a motor drive control unit that cuts off the power to the motor,
A position detection unit that detects that the plunger has reached a predetermined position during energization of the motor by the motor drive control unit;
After the motor drive control unit starts energizing the motor, a timer unit that measures a time until it is detected that the plunger has reached a predetermined position in the position detection unit,
The motor drive control unit, after cutting off the current to the motor, by executing a free-run control to rotate the motor by inertia and a brake control to generate a braking force on the motor, A stop tool for stopping a motor at a predetermined stop position , wherein the stop control is configured to control a braking force generated by the brake control based on a time measured by the timer unit. . The motor drive controller,
In the stop control, the braking force is increased when the measurement time is shorter than a preset time, and the braking force is decreased such that the braking force is reduced when the measurement time is longer than the preset time. Control,
The driving tool according to claim 4 , wherein the driving tool is configured as follows. The position detection unit, said plunger during energization of the motor by the motor drive control unit is configured to detect that reaches the top dead center, any one of claims 1 to 5 The driving tool according to item 1. A battery for supplying power to the driving tool;
A battery voltage detection unit that detects a battery voltage that is a supply voltage from the battery;
With
The driving according to claim 2 , wherein the motor drive control unit is configured to set the set time based on a battery voltage detected by the battery voltage detection unit. tool. The motor drive control unit is configured to prohibit the setting of the set time based on the battery voltage when the driving interval of the driving tool is shorter than a set interval, and to hold a previous value as the set time. The driving tool according to claim 7 .