JP7276748B2 - step controller - Google Patents

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a step control device and, for example, to a technology effective when applied to a step control device that electrically operates steps provided on the side or rear of a vehicle.

Japanese Patent Laying-Open No. 6-305362 (Patent Document 1) describes a technique related to a control device for controlling the operation of an electric step.

JP-A-6-305362

For example, vehicles called one-box vehicles and off-road vehicles generally have a high vehicle height. For this reason, some vehicles are provided with footholds called steps below the entrance/exit so that people can easily get in and out of the vehicle. This step is stored in the storage position at the bottom of the vehicle, for example, while the vehicle is running when no one gets on or off the vehicle. On the other hand, when the vehicle is stopped and people get on and off, the step is automatically pulled out from the retracted position on the bottom of the vehicle to the extended position in conjunction with the opening operation of the door, for example. As a result, the step protrudes from the vehicle body, thereby assisting a person in getting on and off the vehicle.

However, it is conceivable that the step may be deployed from the retracted position to the deployed position while the vehicle is running due to, for example, vibration while the vehicle is running or a failure of the drive mechanism that moves the step between the retracted position and the deployed position. . In this case, the step protrudes from the vehicle body while the vehicle is running. As a result, the step is more likely to come into contact with an obstacle, which may hinder the running of the vehicle. For this reason, there has been a demand for a countermeasure against the case where the step is deployed from the retracted position to the deployed position while the vehicle is running.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a countermeasure technique for the case where the step is deployed from the retracted position to the deployed position while the vehicle is running.

Other problems and novel features will become apparent from the description of the specification and the accompanying drawings.

A step control device in one embodiment includes a step provided in a vehicle, a drive mechanism for moving the step between a retracted position and a deployed position, a control unit for controlling a drive source included in the drive mechanism, a step a first position detection switch for detecting whether the step is in the retracted position, a second position detection switch for detecting whether the step is in the deployed position, and a vehicle speed input section to which a vehicle speed signal is input. Prepare. Here, the control unit determines that the vehicle speed is greater than a predetermined value based on the vehicle speed signal input to the vehicle speed input unit, and determines that the step is moved to the retracted position based on the output signal of the first position detection switch. When it is determined that the step is not in the storage position, the drive source is operated to perform the first operation of returning the step to the retracted position. Thereafter, the control unit again determines that the vehicle speed is greater than the predetermined value based on the vehicle speed signal input to the vehicle speed input unit, and stores the step based on the output signal of the first position detection switch. If it is determined that the drive source is not at the position, braking control is performed on the drive source.

For example, the drive mechanism is configured to move the step such that the deployed position of the step is lower than the retracted position of the step.

Furthermore, the step control device has an abnormality detection section for detecting an abnormality in the first position detection switch. At this time, the first position detection switch has a first output terminal for outputting the first output signal and a second output terminal for outputting the second output signal. Then, based on the combination of the first output signal and the second output signal, the abnormality detection section detects a storage state in which the step is in the storage position, a non-storage state in which the step is not in the storage position, and a storage state and a non-storage state. and an abnormality determination unit that determines that the first position detection switch is abnormal when the undefined state determined by the determination unit continues for a first period or longer. have. Further, the abnormality detection section includes a retraction operation section that operates the drive mechanism to return the step to the retracted position when the abnormality determination section determines that the first position detection switch is abnormal; an abnormality canceling unit that cancels the judgment that the first position detection switch is abnormal by the abnormality judging unit when the judgment unit judges that the step is in the retracted state after the retraction operation is performed.

Further, the step control device in one embodiment includes a step provided in a vehicle, a drive mechanism for moving the step between a retracted position and a deployed position, and a control unit for controlling a drive source included in the drive mechanism. , a first position detection switch for detecting whether or not the step is in the retracted position, a second position detection switch for detecting whether or not the step is in the extended position, and a vehicle speed input section to which a vehicle speed signal is input. and

Here, the control unit determines that the vehicle speed is greater than a predetermined value based on the vehicle speed signal input to the vehicle speed input unit, and determines that the step is moved to the retracted position based on the output signal of the first position detection switch. If it is determined that the step is not in the storage position, the drive source is operated to perform the first operation of returning the step to the retracted position. After performing the first operation, the control unit determines that the vehicle speed is greater than a predetermined value based on the vehicle speed signal input to the vehicle speed input unit, and outputs the output signal of the first position detection switch. If it is determined that the step is not in the retracted position based on the above, the first operation of operating the drive source to return the step to the retracted position is performed again.

At this time, the control unit further has a warning signal output unit that outputs a warning signal when the first operation is repeated a predetermined number of times.

According to one embodiment, it is possible to take measures against the case where the step is deployed from the retracted position to the deployed position while the vehicle is running.

It is a figure which shows the external appearance of a vehicle provided with a step. (a) is a schematic diagram showing a configuration of a step in a stored state, and (b) is a schematic diagram showing a configuration of a step in an unfolded state. 1 is a functional block diagram of a step control device according to Embodiment 1; FIG. 4 is a flowchart for explaining the operation of the step control device; 4 is a flowchart for explaining the operation of the step control device; 10 is a flowchart for explaining an operation modification 1 of the step control device; FIG. 11 is a flowchart for explaining an operation modification 2 of the step control device; FIG. FIG. 10 is a functional block diagram of a step control device according to Embodiment 2; 4 is a block diagram showing the configuration of an abnormality detection unit; FIG. 4 is a flowchart for explaining the operation of the step control device;

In principle, the same members are denoted by the same reference numerals in all the drawings for describing the embodiments, and repeated description thereof will be omitted. In order to make the drawing easier to understand, even a plan view may be hatched.

(Embodiment 1)
<Appearance of vehicle>
FIG. 1 is, for example, a diagram showing the appearance of a vehicle provided with steps.

In FIG. 1, a step 10 is provided on the side of the vehicle 1. As shown in FIG. This step 10 is provided to make it easier for a person to get in and out of the vehicle 1 through a door provided on the side of the vehicle 1 . Specifically, the step 10 is, for example, automatically pulled out from the retracted position at the bottom of the vehicle to the extended position in conjunction with the door opening operation to assist the passenger in getting on and off. The step 10 is connected to a drive mechanism that moves the step 10 between the retracted position and the deployed position. In the following, the step 10 connected to the drive mechanism will be described.

<Structure of steps>
Figure 2 shows the steps connected to the drive mechanism;

FIG. 2(a) is a schematic diagram showing the configuration of the storage state in step 10. FIG. As shown in FIG. 2(a), the step 10 is stored so as not to protrude from the vehicle body 2 when the step 10 is stored. On the other hand, FIG. 2(b) is a schematic diagram showing the configuration of the expanded state in step 10. As shown in FIG. As shown in FIG. 2( b ), in the deployed state of the step 10 , the step 10 is deployed so as to protrude from the vehicle body 2 .

Here, step 10 moves between the stowed state shown in FIG. 2(a) and the deployed state shown in FIG. 2(b). A drive mechanism 20 is connected to the step 10 for moving the step 10 between the stowed and deployed states. The drive mechanism 20 includes a mechanism section 21 connected to the step 10 and a motor 22 as a drive source for operating the mechanism section 21 .

The mechanism portion 21 is folded when the step 10 is placed at the retracted position, and is extended when the step 10 is placed at the deployed position. A motor 22 is used to continuously change the mechanism portion 21 between the folded state and the extended state. That is, the mechanism section 21 is configured to continuously change between the folded state and the extended state by the motor 22 . For example, when the motor 22 rotates in the normal direction, the mechanism section 21 is configured to continuously change from the folded state to the extended state. As a result, the step 10 connected to the mechanism section 21 can move from the retracted position to the deployed position. On the other hand, for example, when the motor 22 rotates in the reverse direction, the mechanical portion 21 is configured to continuously change from the extended state to the folded state. As a result, the step 10 connected to the mechanism section 21 can move from the deployed position to the retracted position.

<Consideration of improvement>
For example, in the retracted state of the step 10 shown in FIG. 2(a), the lowest height of the drive mechanism 20 connected to the step 10 from the ground is "H1". On the other hand, in the unfolded state of the step 10 shown in FIG. 2(a), the lowest height from the ground of the drive mechanism 20 connected to the step 10 is "H2". At this time, in the drive mechanism 20 shown in FIG. 2, the minimum height "H2" from the ground of the drive mechanism 20 in the deployed state of the step 10 is the minimum height "H2" from the ground of the drive mechanism 20 in the retracted state of the step 10. H1". In this specification, the step 10 connected to the drive mechanism 20 configured in this way is called a "swing type step". On the other hand, there are not only "swing-type steps" but also "slide-type steps" that move the steps between the retracted position and the deployed position by, for example, sliding the drive mechanism connected to the step in the horizontal direction. There is also a step of In other words, there is also a "slide type step" in which the minimum height of the driving mechanism from the ground in the deployed state of the step is equal to the minimum height of the driving mechanism from the ground in the retracted state of the step. Thus, the steps include, for example, a "swing type step" and a "slide type step".

In both the "swing type step" and the "slide type step", the step protrudes from the vehicle body when the step is deployed. This is because, in the unfolded state of the step, if the step does not protrude from the vehicle body, it is impossible to realize the function of the step of assisting a person in getting on and off the vehicle. However, the step is maintained in a retracted state so as not to protrude from the vehicle body since no passenger gets on or off the vehicle while the vehicle is running. However, it is conceivable that the step may be deployed from the retracted position to the deployed position while the vehicle is running due to, for example, vibration while the vehicle is running or a failure of the drive mechanism that moves the step between the retracted position and the deployed position. . When the step is deployed while the vehicle is running, the vehicle runs with the step protruding from the vehicle body. This means that the step is more likely to come into contact with an obstacle while the vehicle is running. Therefore, if the step is deployed while the vehicle is running, there is an increased risk of hindering the running of the vehicle and inducing an accident. Therefore, when the step is deployed for some reason while the vehicle is running, it is necessary to take measures to prevent an accident from occurring due to hindrance to the running of the vehicle. This countermeasure is necessary for both the "swing-type step" and the "slide-type step" having similar configurations in that the step protrudes from the vehicle body when the step is deployed. Therefore, in both "swing-type steps" and "slide-type steps," if the step is deployed while the vehicle is running, measures are required to prevent the vehicle from interfering with the running of the vehicle. Become.

However, in particular, with the "swing type step", the step is more likely to be deployed while the vehicle is running than with the "slide type step", so the step was deployed while the vehicle was running. In such cases, there is a high need for measures to prevent accidents from occurring due to hindrances to vehicle running. This is because, in the "swing type step", for example, as shown in FIGS. This is because if vibration during vehicle travel or failure of the drive mechanism 20 occurs, the storage state of step 10 shown in FIG. Yes (Finding 1). Furthermore, as shown in FIGS. 2(a) and 2(b), in the “swing type step”, the minimum height “H2” of the drive mechanism 20 from the ground in the deployed state of the step 10 is It is lower than the minimum height "H1" from the ground of the drive mechanism 20 in the retracted state. This means that when the step is deployed while the vehicle is running, the minimum height of the drive mechanism 20 from the ground becomes low, and as a result, the possibility of the drive mechanism 20 coming into contact with an obstacle present on the ground increases. means In other words, the "swing-type step" interferes with the running of the vehicle and causes an accident more than the "slide-type step", which does not change the minimum height from the ground even if the step is deployed while the vehicle is running. is likely to occur (Knowledge 2).

From the above, considering the above-mentioned "knowledge 1" and "knowledge 2", the "swing type step" is more likely to be in the unfolded state than the "slide type step" when the step is in the deployed state while the vehicle is running. In addition, it can be seen that there is a high need for measures to prevent accidents from occurring due to hindrances to vehicle running. However, in both the "swing type step" and the "slide type step", if the step is deployed while the vehicle is running, it is necessary to take measures to prevent it from interfering with the running of the vehicle. There is no change.

In other words, in either the "swing type step" or the "slide type step", if the step is deployed while the vehicle is running, it is devised to prevent hindrance to the running of the vehicle. is desired. Therefore, in the present embodiment, even if the step is deployed while the vehicle is running, it is possible to prevent the running of the vehicle from being hindered. In the following, the technical idea of the first embodiment with this contrivance will be described.

<Configuration of step controller>
FIG. 3 is a functional block diagram of the step control device according to the first embodiment.

In FIG. 3, the step control device 100 is electrically connected to the storage side limit switch LSW1 and the deployment side limit switch LSW2, and is also electrically connected to the motor 22 included in the drive mechanism 20. As shown in FIG. The step control device 100 is also electrically connected to the vehicle speed sensor VS.

The storage-side limit switch LSW1 is a detection switch for detecting whether or not the step is in the retracted position, and is provided at a position where the retracted position of the step can be detected. For example, when the output from the storage side limit switch LSW1 is "ON", it indicates that the step is in the storage position, while when the output from the storage side limit switch LSW1 is "OFF", it indicates that the step is not in the storage position. indicates

The deployment side limit switch LSW2 is a detection switch for detecting whether or not the step is in the deployment position, and is provided at a position where the deployment position of the step can be detected. For example, when the output from the deployment side limit switch LSW2 is "ON", it indicates that the step is in the deployment position, while when the output from the deployment side limit switch LSW2 is "OFF", it indicates that the step is not in the deployment position. indicates

As will be described in a second embodiment, the storage-side limit switch LSW1 actually has two outputs, a first output and a second output. The combination of the 1st output signal and the 2nd output signal output from the 2nd output distinguishes the position of the step into "storage state", "non-storage state" and "undefined state". However, in the first embodiment, the technical idea of the first embodiment can be fully explained without making detailed distinctions. Assuming that there are two states of "OFF", the case of "ON" corresponds to the "stored state", while the case of "OFF" corresponds to the "unstored state". The same applies to the deployment side limit switch LSW2.

The step control device 100 has a vehicle speed input section 101 , a retraction side limit switch input section 102 , a deployment side limit switch input section 103 and a control section 104 .

The vehicle speed input unit 101 is configured to receive a vehicle speed signal output from the vehicle speed sensor VS. For example, when the vehicle is stopped, a speed signal with a value of "0" is input from the vehicle speed sensor VS. A speed signal corresponding to the speed of the vehicle having a greater speed is input.

The storage side limit switch input section 102 is configured to receive an output signal output from the storage side limit switch LSW1. For example, the storage side limit switch input unit 102 inputs an output signal corresponding to "ON" from the storage side limit switch LSW1 when the step is in the storage position, and when the step is not in the storage position, the storage side An output signal corresponding to "OFF" is input from the limit switch LSW1.

The deployment side limit switch input section 103 is configured to receive an output signal output from the deployment side limit switch LSW2. For example, the deployment side limit switch input unit 103 inputs an output signal corresponding to "ON" from the deployment side limit switch LSW2 when the step is in the deployment position, and when the step is not in the deployment position, the deployment side limit switch input unit 103 inputs an output signal corresponding to "ON". An output signal corresponding to "OFF" is input from the limit switch LSW2.

The control unit 104 has, for example, a function of controlling the drive mechanism 20 that moves the step between the retracted position and the extended position. , a braking control unit 108 and a warning signal output unit 109 .

The vehicle speed determination unit 105 is configured to determine the vehicle speed based on the vehicle speed signal input to the vehicle speed input unit 101 . For example, the vehicle speed determination unit 105 is configured to determine whether the vehicle speed is greater than a predetermined value or less than or equal to a predetermined value based on the vehicle speed signal input to the vehicle speed input unit 101 .

The step position determination unit 106 is based on the output signal of the storage side limit switch LSW1 input to the storage side limit switch input unit 102 and the output signal of the deployment side limit switch LSW2 input to the deployment side limit switch input unit 103. It is configured so that the position of the step can be determined by For example, when the output signal of the storage side limit switch LSW1 input to the storage side limit switch input section 102 is an output signal corresponding to "ON", the step position determination section 106 determines that the step is in the storage position. is configured as Further, for example, when the output signal of the deployment side limit switch LSW2 input to the deployment side limit switch input section 103 is an output signal corresponding to "ON", the step position determination section 106 determines that the step is in the deployment position. configured to make decisions.

The motor control unit 107 is configured to be able to control the rotation of the motor 22 that is the drive source included in the drive mechanism 20 . By controlling the rotation of the motor 22 by the motor control section 107, the mechanism section (21) of the drive mechanism 20 can be operated. Specifically, for example, when the motor control unit 107 controls the motor 22 to rotate forward, the mechanism unit (21) of the drive mechanism 20 continuously changes from the folded state to the extended state (see FIG. 2). (a) from the folded state to the stretched state of FIG. 2(b)). As a result, the step (10) connected to the mechanism (21) moves from the retracted position to the deployed position. On the other hand, for example, when the motor control unit 107 controls the motor 22 to rotate in the reverse direction, the mechanical unit (21) continuously changes from the stretched state to the folded state (from the stretched state in FIG. 2(b) to the folded state). change to the folded state of FIG. 2(a)). As a result, the step (10) connected to the mechanism (21) moves from the deployed position to the retracted position.

The braking control unit 108 is configured to perform braking control on the drive mechanism 20 . Specifically, it is configured to perform braking control on the motor 22 that is the drive source included in the drive mechanism 20 . Braking control performed on the motor 22 by the braking control unit 108 includes, for example, regenerative braking control using a closed circuit and reverse rotation control on the motor 22 . Furthermore, when a brushless motor is used as the motor 22, the braking force can be controlled by operating a switch.

For example, when the first action of operating the motor 22 to return step (10) to the storage position is performed a predetermined number of times, the warning signal output unit 109 determines that the motor 22 is out of order. A warning signal can be output to warn the driver of the vehicle that the For example, the malfunction of the motor 22 can be quickly notified to the user by sounding a buzzer based on the warning signal output from the warning signal output unit 109 or displaying a warning on a meter.

<Operation of step controller>
The step control device according to Embodiment 1 is configured as described above, and the operation thereof will be described below with reference to the drawings.

4 and 5 are flow charts for explaining the operation of the step control device 100. FIG.

First, in FIG. 4, a vehicle speed signal is input to the vehicle speed input unit (101) (S101). Then, the output signal from the storage side limit switch (LSW1) is input to the storage side limit switch input section (102) (S102).

Next, when a vehicle speed signal is input to the vehicle speed input unit (101), the vehicle speed determination unit (105) of the control unit (104) determines based on the vehicle speed signal input to the vehicle speed input unit (101). Then, it is determined whether or not the speed of the vehicle is higher than a predetermined value (S103). At this time, if the vehicle speed determination unit (105) determines that the vehicle speed is equal to or less than the predetermined value, the process returns to S101. On the other hand, when the vehicle speed determination unit (105) determines that the vehicle speed is higher than the predetermined value, the step position determination unit (106) of the control unit (104) outputs an input to the storage side limit switch input unit (102). Based on the output signal of the storage side limit switch (LSW1), it is determined whether or not the step is in the retracted position (S104). At this time, if the step position determination unit (106) determines that the step is in the retracted position, the process returns to S101. On the other hand, when the step position determination unit (106) determines that the step is not in the storage position, the motor control unit (107) of the control unit (104) controls the motor (22) to move the step (10) to the storage position. (S105).

Subsequently, in FIG. 5 again, the vehicle speed signal is input to the vehicle speed input section (101) (S106). Then, the output signal from the storage side limit switch (LSW1) is input to the storage side limit switch input section (102) (S107).

Next, when a vehicle speed signal is input to the vehicle speed input unit (101), the vehicle speed determination unit (105) of the control unit (104) determines based on the vehicle speed signal input to the vehicle speed input unit (101). Then, it is determined whether or not the speed of the vehicle is higher than a predetermined value (S108). At this time, if the vehicle speed determination unit (105) determines that the vehicle speed is equal to or less than the predetermined value, the process returns to S106. On the other hand, when the vehicle speed determination unit (105) determines that the vehicle speed is higher than the predetermined value, the step position determination unit (106) of the control unit (104) outputs an input to the storage side limit switch input unit (102). Based on the output signal of the storage side limit switch (LSW1), it is determined whether or not the step is in the retracted position (S109). At this time, if the step position determination unit (106) determines that the step is in the retracted position, the process returns to S106. On the other hand, when the step position determination unit (106) determines that the step is not in the retracted position, the braking control unit (108) of the control unit (104) controls the motor (22), which is the drive source of the drive mechanism (20). Braking control is performed (S106). The step control device 100 operates as described above.

<<Operation Modification 1>>
Next, an operation modification 1 of the step control device 100 will be described.

FIG. 6 is a flow chart for explaining the operation modification 1 of the step control device 100, which is executed after the flow chart shown in FIG. Here, after performing S101 to S105 shown in FIG. 4, S106 to S109 shown in FIG. 6 are performed in the same manner as in FIG. After that, in S109, when the step position determination unit (106) determines that the step is in the retracted position, the process returns to S106. On the other hand, when the step position determination unit (106) determines that the step is not in the storage position, the motor control unit (107) of the control unit (104) controls the motor (22) to move the step (10) to the storage position. (S111). Thereafter, the braking control section (108) of the control section (104) performs braking control on the motor (22), which is the driving source of the drive mechanism (20) (S112). Thus, operation modification 1 is implemented.

<<Operation Modification 2>>
Next, an operation modification 2 of the step control device 100 will be described.

FIG. 7 is a flowchart for explaining the second modification of the operation of the step control device 100. As shown in FIG. S101 to S105 shown in FIG. 7 are performed in the same manner as in the flowchart shown in FIG. Thereafter, if the first operation of operating the motor (22) to return step (10) to the retracted position has not been performed a predetermined number of times, the process returns to S101. On the other hand, for example, when the motor (22) is operated and the first action of returning the step (10) to the retracted position is performed a predetermined number of times (S113), it is assumed that the motor (22) is out of order, and the motor A warning signal is output to warn the driver of the vehicle that (22) is out of order (S114). In this manner, operation modification 2 is implemented.

<Features of Embodiment 1>
Next, feature points in the first embodiment will be described.

A first feature of the first embodiment is that the motor included in the drive mechanism is controlled to return the step to the retracted position when the speed of the vehicle is greater than a predetermined value and the step is not in the retracted position. After that, when the speed of the vehicle is still higher than the predetermined value and the step is not in the retracted position, braking control is performed on this motor.

As a result, according to the first embodiment, when the vehicle is traveling at a speed higher than a predetermined value (hereinafter, simply referred to as the vehicle is traveling), the step is deployed from the retracted position to the deployed position. The step can be returned from the deployed position to the retracted position again even if the step has been opened. As a result, it is possible to prevent the vehicle from continuing to travel while the step is deployed and the step protrudes from the vehicle body while the vehicle is traveling. As a result, it is possible to prevent an obstacle from coming into contact with the step while the vehicle is running, so that it is possible to suppress the occurrence of an accident caused by the step being in the unfolded state while the vehicle is running.

In particular, in the first embodiment, after the motor included in the drive mechanism is controlled so as to return the step to the retracted position, the step may move from the retracted position to the deployed position again due to vehicle vibration or the like while the vehicle is running. Even when the step is to be deployed toward the direction, the movement of the step from the retracted position to the deployed position is prevented because braking control is performed on the motor. That is, according to the first characteristic point of the first embodiment, when the step is expanded again after controlling the motor included in the drive mechanism so as to return the step to the retracted position, braking control is performed on the motor. Because it does, the step can be stopped before it reaches the fully deployed position. This means that the amount of protrusion of the step from the vehicle body can be reduced. As a result, according to the first embodiment, it is possible to avoid situations that impede the running of the vehicle, assuming not only the first occurrence of the step being in the unfolded state while the vehicle is running, but also the occurrence of multiple occurrences. It is a useful technical idea in that it can

That is, the first feature of the first embodiment is that even after the motor included in the drive mechanism is controlled to return the step to the retracted position due to vibration of the vehicle or the like, the step is moved from the retracted position to the retracted position while the vehicle is running again. It can be seen that this is a useful technical idea in that it is possible to provide countermeasures corresponding to the deployment toward the deployment position.

A specific example will be described below. For example, a motor, which is a drive source for driving the steps, is connected to a worm that constitutes a part of the mechanism connected to the steps. This worm is connected to a worm speed reducer (a part of the mechanism) having a worm wheel. Here, when the normal step is at the retracted position, the step is retained at the retracted position by the reverse rotation holding force from the worm speed reducer. However, when the reverse rotation holding force is no longer held due to vibration or the like during vehicle running, the step moves from the retracted position toward the deployed position. Regarding this point, in the first characteristic point of the first embodiment, when the step starts to move from the retracted position toward the extended position while the vehicle is running, regenerative braking control is performed on the motor. As a result, according to the first embodiment, the regenerative braking control reduces the moving speed of the step and the rotational speed of the motor, thereby restoring the reverse rotation holding force in the worm speed reducer. This causes the step to stop before reaching the fully deployed position. Therefore, in this case, the amount of protrusion of the step from the vehicle body is smaller than the amount of protrusion from the vehicle body when the step reaches the fully deployed position. This means that the possibility of impeding the running of the vehicle is reduced. Thus, according to the first characteristic point of the first embodiment, even after the motor included in the drive mechanism is controlled to return the step to the retracted position, the step is deployed from the retracted position while the vehicle is running again. Even in the case of deploying toward the position, it is possible to reduce the possibility of impeding the running of the vehicle.

Furthermore, the second characteristic point in the first embodiment is that when the speed of the vehicle is higher than a predetermined value and the step is not in the retracted position, the first operation to return the step to the retracted position by controlling the motor is performed. The point is that if it continues for a predetermined number of times, a warning is given to the user. Thus, according to the second characteristic point of the first embodiment, if the first action of controlling the motor to return the step to the retracted position continues for a predetermined number of times, there is a high possibility that the motor is out of order. Therefore, in this case, the user can be warned that the motor for driving the step is out of order. As a result, according to the second characteristic point of the first embodiment, the user can immediately know the failure of the motor that drives the steps. Therefore, it is possible to prevent the vehicle from continuing to run in a state in which the step protrudes from the vehicle body due to the step being deployed while the vehicle is running due to a failure of the motor that the user does not notice.

(Embodiment 2)
In the first embodiment, the technical idea of suppressing the risk of impeding the vehicle traveling due to the step being deployed from the retracted position to the deployed position while the vehicle is traveling has been described. It is assumed that the storage side limit switch is operating normally.

However, if, for example, the storage-side limit switch is broken, it is as if the step were deployed from the retracted position to the deployed position while the vehicle was running, even though the step was actually in the retracted position while the vehicle was running. False detection may occur. In this case, since the step is actually stored in the retracted position while the vehicle is running, it is not necessary to implement the technical idea described in the first embodiment. In other words, since it is not necessary to apply the technical concept of the first embodiment to the case where it is erroneously detected that the step is deployed from the retracted position to the deployed position while the vehicle is running, erroneous detection is suppressed. Therefore, it is desirable to provide a function to detect an abnormality in the storage side limit switch.

As a technique for detecting an abnormality in the storage-side limit switch, for example, the following abnormality detection technique is conceivable. Storage-side limit switch To explain the detailed configuration, the storage-side limit switch has two output terminals, a first output terminal and a second output terminal, and a first output signal is output from the first output terminal. and a second output signal is output from the second output terminal. In this storage-side limit switch, the "storage state", the "non-storage state" and the "undefined state" of the step are distinguished by the combination of the first output signal and the second output signal. Specifically, for example, when the output value of the first output signal is "1" and the output value of the second output signal is "0", the step is considered to be in the storage state "10". On the other hand, when the output value of the first output signal is "0" and the output value of the second output signal is "1", the step is considered to be in the unstored state "01". Further, when the output value of the first output signal is "0" and the output value of the second output signal is "0", the step is in an indeterminate state that is neither the storage state nor the non-storage state. "00". Here, for example, considering the position X=0 to the position X=100 on the number line, the step is located between the position X=0 to the position X=30 in the above-described storage side limit switch. If the step is located between position X=31 and position X=70, it is determined that the step is in an undefined state, and from position X=71 to position X=100. It corresponds to judging that the step is in an unstored state when the step is positioned between

As an abnormality detection technique for detecting an abnormality in the storage-side limit switch configured in this way, there is a technique for determining that the storage-side limit switch is abnormal when the period of the indefinite state exceeds a predetermined period (for example, 500 ms). There is However, in this abnormality detection technique, it may be determined as if the storage side limit switch is abnormal even though the storage side limit switch is normal. Specifically, the step may remain at an indeterminate position between the retracted position and the non-retracted position due to snow clogging or the like even though the retracted side limit switch is normal. In this case, with the above-described abnormality detection technology, although snow clogging is the cause of the step remaining at an indeterminate position, snow clogging cannot be detected, so it is determined that the retraction side limit switch is abnormal.

Therefore, in the above-described abnormality detection technique, it is desired to prevent erroneous detection that the storage side limit switch is abnormal due to snow clogging or the like even though the storage side limit switch is normal even though the storage side limit switch is normal. ing. In the following, the technical idea of the second embodiment with this contrivance will be described.

<Configuration of step controller>
FIG. 8 is a functional block diagram of the step control device according to the second embodiment.

8, the functional block configuration of the step control device 200 according to the second embodiment is substantially the same as the functional block configuration of the step control device 100 according to the first embodiment shown in FIG. 3, so differences will be explained. . In FIG. 8, a step control device 200 according to the second embodiment is different from the step control device 100 according to the first embodiment in that it includes an abnormality detection section 201 for detecting an abnormality of the storage-side limit switch. The abnormality detection unit 201 will be described below.

FIG. 9 is a block diagram showing the configuration of the abnormality detection section 201. As shown in FIG.

In FIG. 9 , the abnormality detection section 201 has a determination section 202 , an abnormality determination section 203 , a storage operation section 204 and an abnormality cancellation section 205 .

For example, based on the combination of the first output signal and the second output signal output from the storage-side limit switch, the determining unit 202 determines whether the step is in the retracted state or not in the retracted state. and an indeterminate state that is neither a stored state nor an unstored state.

Next, the abnormality determination unit 203 is configured to determine that the storage side limit switch is abnormal when the indefinite state determined by the determination unit 202 continues for the first period or longer.

Subsequently, the retraction operation unit 204 is configured to control the drive source so as to return the step to the retracted position when the abnormality determination unit 203 determines that the retraction side limit switch is abnormal.

When the determining unit 202 determines that the step is in the retracted state after the step is stored by the storing operation unit 204, the abnormality canceling unit 205 determines that the storage side limit switch is abnormal by the abnormality determining unit 203. It is configured to release judgment.

The step control device 200 is configured as described above.

<Operation of step controller>
Next, the operation of step control device 200 according to the second embodiment will be described.

FIG. 10 is a flowchart for explaining the operation of the step control device 200. FIG.

In FIG. 10, the discriminating section (202) determines whether the step is in the retracted position or not in the non-storage position based on the combination of the first output signal and the second output signal output from the retraction side limit switch. It is determined whether the state is in the storage state or the indefinite state (S201). When the determination unit (202) determines that the step is at the storage position or the non-storage position, the process returns to S201. On the other hand, when the determination unit (202) determines that the step position is at an indeterminate position (S202), the abnormality determination unit (203) determines whether the indeterminate state in which the step is at an indeterminate position has continued for the first period or longer. It is determined whether or not (S203). At this time, if the indefinite state in which the step is in the indefinite position does not continue for the first period or longer, the abnormality judgment section (203) judges that the storage side limit switch is normal (S204). On the other hand, if the step remains in an indeterminate position for the first period or longer, the abnormality determination section (203) determines that the retraction side limit switch is abnormal (S205). When the abnormality determination section (203) determines that the retraction side limit switch is abnormal, the retraction operation section (204) controls the motor to return the step to the retraction position (S206). After that, again, the determination unit (202) determines whether the step is in the retracted state in which the step is in the retracted position or in the non-retracted position based on the combination of the first output signal and the second output signal output from the retracting side limit switch. It is determined whether the state is in the stored state or the indefinite state (S207). When the determination unit (202) determines that the step is not in the storage position (S208), the abnormality determination unit (203) maintains the determination that the storage side limit switch is abnormal (S209). On the other hand, when the determining section (202) determines that the step is at the retracted position (S208), the abnormality canceling section (205) cancels the abnormality of the retracting side limit switch (S210). The step control device 200 operates as described above.

According to the step control device 200 of the second embodiment, it is possible to determine whether or not the retraction side limit switch is abnormal. After it is determined that the storage-side limit switch is normal, the technical concept of the first embodiment can be implemented on the premise that the storage-side limit switch is normal. In other words, according to the second embodiment, although the retraction-side limit switch is broken and the step is actually in the retracted position while the vehicle is running, it is as if the step were moved from the retracted position to the extended position while the vehicle was running. Unnecessary implementation of the technical idea described in the first embodiment can be avoided even when it is erroneously detected as being deployed in the above. That is, by adopting the second embodiment, the technical idea in the first embodiment can be implemented only when it is really necessary, and the technical idea in the first embodiment can be applied even when it is not necessary. It is possible to save the waste of implementation.

<Features of Embodiment 2>
A feature of the second embodiment is that even if the step is in an indefinite position and the indefinite state continues for the first period or longer, instead of immediately determining that the retraction side limit switch is abnormal, The problem lies in that it is determined that the storage side limit switch is abnormal only when the motor is controlled to return the step to the retracted position and the step is not in the retracted position.

Thus, according to the second embodiment, even if the step remains at an indeterminate position between the retracted position and the non-retracted position due to snow clogging or the like even though the retracted side limit switch is normal, It is possible to grasp that the storage side limit switch itself is normal without erroneously judging that the storage side limit switch is abnormal. In other words, according to the second embodiment, it is possible to prevent erroneous determination that the storage side limit switch is abnormal due to snow clogging or the like even though the storage side limit switch is normally normal.

In particular, the feature of the second embodiment is that once the motor is controlled to return the step from the indeterminate position to the retracted position, there is a possibility that the snow clogging will be cleared along with this operation. This is a technical idea that effectively suppresses erroneous determination that the storage-side limit switch is abnormal due to snow clogging or the like.

Although the invention made by the present inventor has been specifically described based on the embodiment, the invention is not limited to the above embodiment, and can be variously modified without departing from the gist of the invention. Needless to say.

1 Vehicle 2 Vehicle Body 10 Step 20 Drive Mechanism 21 Mechanism Section 22 Motor 100 Step Control Device 101 Vehicle Speed Input Section 102 Storage Side Limit Switch Input Section 103 Deployment Side Limit Switch Input Section 104 Control Section 105 Vehicle Speed Determination Section 106 Step Position Determination Section 107 Motor Control unit 108 Braking control unit 109 Warning signal output unit 200 Step control device 201 Abnormality detection unit 202 Discrimination unit 203 Abnormality judgment unit 204 Storage operation unit 205 Abnormality release unit LSW1 Storage side limit switch LSW2 Deployment side limit switch

Claims (5)

a step provided on the vehicle;
a drive mechanism for moving the step between a retracted position and a deployed position;
a control unit that controls a drive source included in the drive mechanism;
a first position detection switch for detecting whether the step is in the retracted position;
a second position detection switch for detecting whether the step is in the deployed position;
a vehicle speed input unit to which the speed signal of the vehicle is input;
A step control device comprising:
The control unit determines that the speed of the vehicle is greater than a predetermined value based on the speed signal of the vehicle input to the vehicle speed input unit, and determines that the speed of the vehicle is greater than a predetermined value based on the output signal of the first position detection switch. is not in the retracted position, performing a first operation of operating the drive source to return the step to the retracted position;
After performing the first operation, the control unit again determines that the speed of the vehicle is greater than a predetermined value based on the speed signal of the vehicle input to the vehicle speed input unit, and A step control device that performs braking control on the drive source when it is determined that the step is not at the retracted position based on an output signal of a position detection switch. 2. The step control device of claim 1, wherein the drive mechanism is configured to move the step such that the deployed position of the step is lower than the retracted position of the step. In the step control device according to claim 1 or claim 2,
The step control device further includes an abnormality detection section that detects an abnormality of the first position detection switch. The first position detection switch is
a first output terminal that outputs a first output signal;
a second output terminal that outputs a second output signal;
has
The abnormality detection unit is
a storage state in which the step is in the storage position; an unstorage state in which the step is not in the storage position; and the storage state and the non-storage state based on the combination of the first output signal and the second output signal. a discrimination unit that discriminates an indeterminate state that is not in any of the states;
an abnormality determination unit that determines that the first position detection switch is abnormal when the indefinite state determined by the determination unit continues for a first period or longer;
a retraction operation unit configured to control the drive source to return the step to the retracted position when the abnormality determination unit determines that the first position detection switch is abnormal;
After the storing operation of the step is performed by the storing operation unit, when the determination unit determines that the step is in the stored state, the abnormality determination unit determines that the first position detection switch is abnormal. an anomaly canceling unit for canceling the
4. The step controller of claim 3, comprising: a step provided on the vehicle;
a drive mechanism for moving the step between a retracted position and a deployed position;
a control unit that controls a drive source included in the drive mechanism;
a first position detection switch for detecting whether the step is in the retracted position;
a second position detection switch for detecting whether the step is in the deployed position;
a vehicle speed input unit to which the speed signal of the vehicle is input;
A step control device comprising:
The control unit determines that the speed of the vehicle is greater than a predetermined value based on the speed signal of the vehicle input to the vehicle speed input unit, and determines that the speed of the vehicle is greater than a predetermined value based on the output signal of the first position detection switch. is not in the retracted position, performing a first operation of operating the drive source to return the step to the retracted position;
After performing the first operation, the control unit determines that the speed of the vehicle is greater than a predetermined value based on the speed signal of the vehicle input to the vehicle speed input unit, and detects the first position. when it is determined that the step is not in the retracted position based on the output signal of the switch, performing the first operation again by operating the drive source to return the step to the retracted position;
The step control device, wherein the control unit further includes a warning signal output unit that outputs a warning signal when the first operation is repeated a predetermined number of times.

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