JPH11342741A - Nipped-in control method of vehicular automatic sliding door - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent a misjudgment of nipped-in by braking control at slantingly stopping time by comparing a target speed for sliding a sliding door at a prescribed speed with an actual speed, and increasing/decreasing driving force of a motor when the target speed is large and braking force when the actual speed is large. SOLUTION: When discriminated as driving control, nipped-in is judged by a judging value Tj, and when an actual period Tr < the judging value Tj is realized, it is not judged as nipped-in. When discriminated as braking control, a preset value A is multiplied by (n), and when a judging value Tj (T+A.T) at driving control time is used as it is, the actual period Tr becomes long,. and it is judged as nipped-in, but since the judging value becomes looser than driving control time by using a judging value Tj (T+n.A.T) for braking control time, the actual period Tr is restrained in the judging value Tj, and it is not misjudged as nipped-in to thereby prevent a misjudgment of nipped-in of braking control.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method for controlling the pinching of an automatic sliding door for a vehicle.

[0002]

2. Description of the Related Art Conventionally, there is a slide door provided in a vehicle, for example, an automobile, which is slid by a motor to enable automatic opening and closing of the door. further,
There is one that performs duty control that makes the driving force of the motor proportional to the speed deviation so that the actual slide speed matches the target slide speed.

In addition, when the sliding door is closed, it is necessary to prevent pinching. For example, a cycle is calculated for each pulse detection of the motor rotation pulse, and when the cycle exceeds a pinching determination value (for example, a value obtained by multiplying the previous detection cycle by a coefficient of 1 or more) consecutively, for example, three times. There can be.

[0004]

In such an automatic sliding door, a relatively large rear door is slid in the front-rear direction of the vehicle, and the vehicle is stopped on a slope or the like where the sliding direction is downward. In this state, the gravitational acceleration due to the weight of the door is applied, so that the control of increasing or decreasing the driving force of the motor cannot sufficiently suppress the sliding speed. Therefore, as shown in FIG. 7, active braking (current braking, etc.) is performed. I am trying to do it. In FIG. 7, when the speed deviation is 0 (target speed = actual speed), the duty is set to 0, and when the actual speed is larger (speed deviation> 0), the braking duty is set. When the actual speed is smaller (speed deviation <0), it indicates that the drive duty is set.

Further, in the speed control by the motor, for example, when calculating the entrapment determination value (T + ΔT) obtained by adding the allowable deviation (ΔT) to the previous actual cycle (T), the allowable deviation (ΔT) is used. Multiply the previous actual cycle by a coefficient (K
(T) Although it is possible to obtain it, in the drive control, the slide speed is controlled to be high, whereas in the braking state, the slide speed is controlled to be low. Therefore, in the braking control, the cycle becomes longer at each determination timing (for example, when a rotation pulse is detected). Therefore, when the coefficient (K) adjusted during the driving control is used also in the braking control, the actual cycle is longer than the entrapment determination value. There is a problem that there is a possibility that the length of the pinch may be longer and erroneous determination of entrapment may occur.

[0006]

In order to solve the above-mentioned problem, it is possible to prevent erroneous determination of pinching when braking control is performed against gravitational acceleration due to the weight of the sliding door when the vehicle is stopped at an angle. Therefore, in the present invention, when at least the door closing operation of the slide door slidably provided on the vehicle is automatically driven by the motor, the determination based on the slide speed at the time of the previous entrapment determination is performed. A value of the slide speed at the time of the entrapment determination of this time is compared with the slide speed at the time of the entrapment determination, and the entrapment determination is performed based on a large decrease in the slide speed. The target speed for sliding and the actual speed are compared, and when the target speed is higher than the actual speed, the driving force of the motor is increased. When the actual speed is higher than the target speed, a braking control for increasing or decreasing the braking force of the motor is performed.When the braking control is performed, the determination value is set to the drive value. It was made looser than during control.

In this manner, when the vehicle is stopped at an angle so as to lower the sliding door in the closing direction, the gravitational acceleration due to its own weight is applied to the sliding door. In this case, the slide speed is reduced, but the entrapment determination value at that time is set to be lower than that during the drive control, so that the entrapment determination when the cycle becomes longer due to the braking control can be reliably performed.

[0008]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below in detail with reference to specific examples shown in the accompanying drawings.

FIG. 1 is an overall view showing a schematic configuration of a slide control device for a vehicle slide door to which the present invention is applied. In FIG. 1, a slide door 1 slidable in the vehicle front-rear direction is provided for getting on and off a rear seat (not shown) of a vehicle. The sliding door 1 has a part of its upper and lower ends guided and supported by rails provided on a door sash (not shown), and is slidably supported by a guide rail 2 provided to extend in the vehicle front-rear direction. A part on the vehicle rear side is supported via the slider 3 thus formed. The slider 3 is connected to a wire 5 wound between two pulleys 4 disposed near both ends of the guide rail 2.

Both ends of the wire 5 are wound in opposite directions around a drive drum 6a provided in a casing of the drive unit 6, and the drive drum 6a is driven to rotate by a motor 7 also provided in the casing of the drive unit 6. The drive drum 6a also rotates forward and backward in response to the forward and reverse rotation of the motor 7, so that the wire 5 reciprocates. Thereby, the slider 3 reciprocates in the vehicle front-rear direction (left and right in the drawing) while being guided by the guide rail 2, and the slide door 1 can perform an opening and closing operation by sliding.

A motor control device 8 for controlling the driving of the motor 7 is provided. The motor control device 8 receives a rotation pulse signal P of the motor 7, and the motor control device 8 , A forward / reverse drive signal D is output. Then, in the motor control device 8,
The motor 7 is driven at a constant speed by the duty control.

FIG. 1 shows a fully opened state of the slide door 1. When the door is to be closed from this state, the slide door 1 is moved in the direction shown by the arrow A in the figure. The control according to the present invention at the time is shown below.

First, in the slide control of a vehicle slide door to which the present invention is applied, as shown in FIG. 2, a relatively high speed VH (for example, 240 mm / se
The movement is performed in c), and the movement is performed at a relatively low speed VL (for example, 100 mm / sec) from a predetermined position before the fully closed state, and the respective constant speed controls are performed by PWM control. In addition,
The switching position from the high-speed VH control to the low-speed VL control can be determined by the count number of the rotation pulse signal P. In a real vehicle, the switching position is about 100 mm before the fully closed position. Different from the ones.

In FIG. 2, the change in the control speed of the slide door 1 by the drive signal D of the motor 7 is indicated by a solid line, and the change in the actual slide speed by the control value is indicated by a dashed line. As shown by the dashed line in the figure, the actual sliding speed changes to some extent due to the frictional resistance of the sliding contact portion of the sliding door 1 and the like.

Next, the pinch determination in the slide control will be described below with reference to FIG. The timing of the entrapment determination in this control is at the time of detecting a rotation pulse signal of the motor 7 (for example, at the time of a pulse falling). For example, a cycle required for one rotation (for example, 20 pulses) of the motor 7 is calculated for each input of one pulse, and a change in the cycle is monitored. In the present embodiment, the cycle required for one rotation of the motor 7 is calculated by using the cycle of two pulses before the determination as a reference cycle Td, and multiplying the reference cycle Td by 10 to obtain one cycle of the motor 7 The corresponding 20 pulses are calculated and set as a converted one rotation cycle T which is a reference for determination.

An allowable deviation ΔT is added to the converted one rotation period T obtained as described above at the time of the previous entrapment determination to obtain a judgment value Tj (= T + ΔT), and one rotation (20 pulses) obtained at the present entrapment determination Minute) and the actual cycle Tr, and if Tr> Tj, the entrapment determination is made.
If the entrapment determination is repeated three times, it is determined that the entrapment state has actually been reached. Note that the allowable deviation ΔT is not determined in advance, but is calculated at each time of the determination calculation based on the converted one rotation cycle T.

FIG. 4 shows a motor drive circuit to which the present invention is applied. In the present apparatus, as shown in FIG. 4, the motor 7 is controlled to rotate forward and reverse by a bridge circuit constituted by four FETs (Q1 to Q4).
In the drive control, for example, when turning on Q1 and Q3 at the time of normal rotation, when performing reverse rotation, it is sufficient to turn on Q2 and Q4. Then, in the braking control, Q1 and Q2 are turned on. The speed is controlled by changing the duty in each case to generate a necessary driving force (braking force).

Next, an entrapment control method at the time of closing the door according to the present invention will be described below with reference to a flowchart of FIG.
In the first step ST1, it is determined whether the current speed control is drive control or brake control. This can be determined by the control outputs (combinations of the ON / OFF states) for the FETs (Q1 to Q4) described above.

If it is determined in the first step ST1 that drive control is to be performed, the operation proceeds to a second step ST2. The second
In step ST2, a coefficient K for obtaining the allowable deviation ΔT is set. In this control, the allowable deviation ΔT (= K ·
T), and the magnitude of the set value A stored in advance to be substituted into the coefficient K in the drive control may be 1>A> 0. Then, the third step S
At T3, a determination value Tj (= T + KT) is calculated. In addition,
If the coefficient K is represented by the allowable deviation ΔT, the determination value T shown in FIG.
j (= T + ΔT).

Based on the determination value Tj obtained in this manner, a pinch determination in drive control is performed.
For example, the upper part of FIG. 5 shows a case where the actual cycle Tr <the determination value Tj. In this case, it is not determined that the object is sandwiched.

If it is determined in the first step ST1 that the control is the braking control, the process proceeds to a fourth step ST4. In the fourth step ST4, a value obtained by multiplying the set value A by n (> 1) is substituted for the coefficient K, and the process proceeds to the third step ST3. Here, the upper limit of n may be about 2, and may be set to, for example, 2.

After the fourth step ST4, the determination value Tj is larger (longer) than the determination value Tj (= T + AT) at the time of drive control, as shown in the lower part of FIG. (Cycle) determination value Tj (= T + nAAT). As shown in the lower part of FIG.
When the determination value Tj (= T + AT) obtained from (= A) is used as it is, the actual cycle Tr becomes longer and it is determined that the trapping is caused. By using the judgment value Tj (= T + nAT),
Since the determination value Tj becomes looser than that during the drive control, the actual cycle Tr during the braking control can fall within the determination value Tj, and it is not erroneously determined that the jamming is caused.

[0023] Even in this case, since the slide speed is sharply reduced at the time of actual entrapment, there is no problem in entrapment determination during braking control.

[0024]

As described above, according to the present invention, when the slide door is automatically slid, the speed is controlled by the drive motor, and the weight of the slide door is reduced particularly when the vehicle is stopped with the closing direction being downward. In the control that prevents the acceleration due to the gravitational acceleration caused by the motor by the braking control of the motor, the jamming determination value is made looser in the braking control than in the drive control. The determination can be prevented.

[Brief description of the drawings]

FIG. 1 is an overall view showing a schematic configuration of a slide control device for a vehicle slide door to which the present invention is applied.

FIG. 2 is a speed diagram showing a point of speed control of a sliding door to which the present invention is applied.

FIG. 3 is a time chart showing a procedure of pinching determination to which the present invention is applied.

FIG. 4 is a diagram showing a main part of a motor drive circuit to which the present invention is applied.

FIG. 5 is a control flow diagram based on the present invention.

FIG. 6 is a time chart showing control based on the present invention.

FIG. 7 is a diagram for obtaining a motor control duty with respect to a speed deviation.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Slide door 2 Guide rail 3 Slider 4 Pulley 5 Wire 6 Drive unit, 6a Drive drum 7 Motor 8 Motor control device

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Toru Hagi 1-4-1, Chuo, Wako-shi, Saitama Prefecture Inside Honda R & D Co., Ltd. (72) Tatsumi Sakazume 1-4-1, Chuo, Wako-shi, Saitama No. Within Honda R & D Co., Ltd. (72) Inventor Hiroshi Ono 1-2681-1, Hirosawacho, Kiryu-shi, Gunma Prefecture

Claims (1)

[Claims] When a slide door slidably provided in a vehicle is automatically driven by a motor by at least a closing operation, a judgment value obtained from a slide speed at a previous jamming determination and a current jamming determination. A sliding speed of the automatic sliding door for a vehicle, wherein the sliding speed is compared with a sliding speed at the time, and the sliding speed is determined based on a large decrease in the sliding speed. When the target speed is higher than the actual speed, drive control is performed to increase or decrease the driving force of the motor, and when the actual speed is higher than the target speed. In addition to performing the braking control to increase or decrease the braking force of the motor, when performing the braking control, the determination value is set to be less than that at the time of the driving control. Pinching control method of an automatic sliding door for a vehicle, characterized.