Vehicle opening / closing device control device

Abstract

To prevent the termination of an opening / closing operation from being abruptly performed with large energy, and to give a sense of high quality to the movement of an opening / closing body.SOLUTION: For example, the opening / closing speed of a back door 10 is changed from the acceleration region through the constant speed region to the deceleration region, and the opening / closing is terminated in the deceleration region. In the deceleration region, the deceleration rate before the end of operation (the second deceleration rate in Figure 3 and the fourth deceleration rate in Figure 4) is made smaller than the deceleration rate at the start of deceleration (the first deceleration rate in Figure 3 and the third deceleration rate in Figure 4).SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present invention relates to a control device for an opening / closing member of a vehicle. [Background technology]

[0002] Vehicles are equipped with opening / closing devices, such as side doors and back doors, that separate the interior of the vehicle from the outside. Patent Document 1 discloses a device that controls the opening and closing of a back door (sometimes called a lift gate), which opens and closes a rear opening at the rear of the vehicle body, at a preset target speed. Patent Document 1 also discloses a map that sets the target speed, which has an acceleration region immediately after the start of operation, a constant speed region after the acceleration region, and a deceleration region after the constant speed region. The deceleration in the deceleration region is set to a constant value from the start of deceleration to the end of deceleration (the target speed is set to change linearly). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent Publication No. 2021-67053 Summary of the Invention [Problem to be solved by the invention]

[0004] If the opening and closing body is opened and closed while maintaining a constant or nearly constant deceleration in the deceleration range, as in Patent Document 1, the opening and closing operation ends quite abruptly, and the large kinetic energy of the opening and closing body is directly transferred to the drive unit, etc. This can result in noise generation, reduced durability of components related to opening and closing, and even increased battery consumption due to the unnecessarily large amount of energy required to drive the opening and closing body. In addition, the user will perceive the opening and closing body as stopping naturally due to the driving force of the opening and closing operation, making it difficult to sense the luxury of the opening and closing body's movement.

[0005] The present invention was made in consideration of the above circumstances, and its purpose is to provide a vehicle opening / closing body control device that prevents the opening / closing operation from being terminated suddenly with a large amount of energy, and that gives a sense of luxury to the movement of the opening / closing body. [Means for solving the problem]

[0006]

[0007]

[0008]

[0009]

[0010]

[0011]

[0012]

[0013]

[0014] In order to achieve the above object, the present invention provides Solutions such as: The following has been adopted: an opening / closing body that forms part of the vehicle body and separates the inside and outside of the vehicle body when in a closed state; a drive unit that drives the opening / closing body to open and close; a close command detection unit that detects a close command of the opening / closing body from a user; When the opening / closing body is in an open state, Close command detector a drive control unit that controls the drive unit to close the opening / closing body in a second speed change manner that is set in advance when the close command is detected by the drive unit; Equipped with the second speed change mode is set to have a second acceleration region in which the closing operation is performed while accelerating, a second constant speed region in which the closing operation is performed at a substantially constant speed after the second acceleration region, and a second deceleration region in which the closing operation is performed while decelerating after the second constant speed region, The second deceleration region is set to have, in order from the start of deceleration, a third deceleration, a fourth deceleration smaller than the third deceleration, and a fifth deceleration greater than the third deceleration immediately before the end of the closing operation. And, When the opening / closing body is closed, it passes through a half-latched state and is put into a fully latched state, which is a closed state, The time when the fourth deceleration rate shifts to the fifth deceleration rate is set to the start of the half-latch operation, and the closing speed at the start of the half-latch operation is set to a speed equal to or higher than the closing speed at which half-latch can be performed. It can be done like this.

[0015] The above solution According to the present invention, since the speed can be reduced quickly by setting a large third deceleration, the fourth deceleration before the completion of the opening operation can be made sufficiently small accordingly. This allows the closing operation to be completed slowly rather than abruptly, thereby preventing noise, reducing drive energy (reducing battery consumption), and improving the durability of components related to opening and closing. Furthermore, the user feels a sense of luxury by visually observing that the closing operation is completed slowly. In particular, as is done in high-end restaurants and luxury inns, when closing a sliding door, a sense of luxury is created by completing the closing operation with a slow final movement. A similar sense of luxury can be achieved by setting a small fourth deceleration. In addition, it is preferable to maximize the fifth deceleration just before the completion of the closing operation to ensure that the opening and closing body is in the closed position.

[0016] Also, When the opening / closing body is closed, it goes through a half-latched state and then goes into a fully latched state, and the point in time when the opening / closing body transitions from the fourth deceleration to the fifth deceleration is the start of the half-latching operation, and the closing speed at the start of the half-latching operation is set to a speed equal to or greater than the closing speed at which half-latching can be performed. Therefore, In this case, when the opening / closing body is held in the closed position by the latch, half latching can be performed reliably, and subsequent full latching can be prepared.

[0017] The above solution Based on this premise, the following preferred embodiment can be adopted: The aforementionedWhen the time from the start of deceleration in the second deceleration region to the start of the half-latch operation is TB and the speed difference between the closing speed in the second constant speed region and the closing speed at the start of the half-latch operation is VB, the closing speed when TB / 4 has elapsed since the start of deceleration can be set to a speed of approximately 0.7VB, and the opening speed when TB / 2 has elapsed since the start of deceleration can be set to a speed of 0.4VB or less. In this case, a preferable deceleration mode from the third deceleration to the fourth deceleration can be set, which is preferable in order to fully exhibit the above-mentioned effects.

[0018] The above solution Based on this premise, the following preferred embodiment can be adopted: The aforementioned When the time from the start of deceleration in the second deceleration region to the start of the half-latch operation is defined as TB, the boundary between the third deceleration and the fourth deceleration can be set to be in the range of 0.4TB to 0.6TB from the start of deceleration in the second deceleration region. In this case, the execution ratio between the third deceleration and the fourth deceleration is optimized, which is preferable in order to fully exert the above-mentioned operational effects.

[0019] The above solution Based on this premise, the following preferred embodiment can be adopted: The acceleration in the second acceleration range may be set to 500 to 800 mm / ss (s = second), which can be set to an acceleration that does not give the user a sense of danger or redundant feeling.

[0020] The above solution Based on this premise, the following preferred embodiment can be adopted: The opening / closing body may be a back door that opens and closes a rear opening at the rear of the vehicle body, and may be configured to swing up and down about a hinge provided at the top to open and close the rear opening. In this case, since the back door is large and heavy, it is possible to sufficiently obtain the effects of preventing noise, reducing drive energy (reducing battery consumption), and improving the durability of components related to opening and closing. In addition, the user can fully sense the luxury of the large and heavy back door by visually checking that the closing operation is completed slowly.

[0021] The above solution Based on this premise, the following preferred embodiment can be adopted: When the tailgate is closed by swinging downward, the end timing of the second acceleration region in the second speed change pattern can be set in a range where a predetermined position of the tailgate, which becomes the lower end position when closed, is 190 cm or more from the ground, while the start timing of deceleration in the second deceleration region can be set in a range where the predetermined position of the tailgate is 130 cm or less from the ground. This is preferable in that it makes the acceleration in the acceleration region less noticeable to a user behind the tailgate, thereby preventing a sense of danger, and it is also preferable in that it makes the deceleration in the deceleration region less noticeable, thereby preventing a sense of redundancy in the closing operation.

[0022]

[0023]

[0024] [Effects of the Invention]

[0025] According to the present invention, the closing / opening operation is prevented from being abruptly terminated with a large amount of energy, and the movement of the opening / closing body can be made to feel luxurious. [Brief explanation of the drawings]

[0026] [Figure 1]1 is a side view showing the rear of a vehicle to which the present invention is applied, in which a back door in a closed state is shown by a solid line and a back door in an open state is shown by a dashed line. [Figure 2] 2 is a rear perspective view showing the vehicle shown in FIG. 1 with the back door open. [Figure 3] 4 is a diagram showing a first speed change mode when the back door is changed from a closed state to an open state. FIG. [Figure 4] FIG. 10 is a diagram showing a second speed change mode when the back door is changed from an open state to a closed state. [Figure 5] FIG. 2 is a block diagram showing an example of a control system according to the present invention. [Figure 6] 4 is a flowchart showing a control example of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0027] (1) Overall Overview (Figures 1 and 2) The entire vehicle will be described with reference to Figures 1 and 2. In the figures, reference numeral 1 denotes a vehicle. In this embodiment, the vehicle 1 is an SUV, and has a large rear opening 2 at the rear of the vehicle body. The rear opening 2 is a large opening whose vertical length extends from a rear floor panel 3 to a roof panel 4.

[0028] The rear opening 2 is opened and closed by a tailgate 10 serving as an opening / closing body. An upper portion of the tailgate 10 is rotatably connected to the rear portion (rear header) of the roof panel 4 via a hinge 5. The tailgate 10 swings up and down around the hinge 5, and can be in a closed state (fully closed state) shown by the solid line in FIG. 1 and an open state (fully open state) shown by the dashed line in FIG. 1 and FIG. 2. The tailgate 10 is also sometimes called a lift gate.

[0029] When the lower end position of the tailgate 10 in the closed state (which is also the swing end around the hinge 5) is taken as the specified location, the height of the specified location from the road surface R (ground) in the open state is set to 2 m or more, and the height of the specified location from the road surface R in the closed state is set to approximately 50 cm, but this is not limited to this.

[0030] A pair of telescopic rod actuators 11 are provided on the left and right sides to drive the opening and closing of the tailgate 10. The actuators 11 are the drive units that drive the opening and closing of the tailgate 10, with one end rotatably connected to the tailgate 10 and the other end rotatably connected to the vehicle body. When the actuators 11 are extended, the tailgate 10 is driven in the opening direction, and conversely, when the actuators 11 are retracted, the tailgate 10 is driven in the closing direction.

[0031] The extension and retraction of the actuator 11 is achieved by rotating a drive motor (not shown in FIGS. 1 and 2) mounted inside the actuator 11 forward and backward. The opening and closing speed of the back door 10 can be changed by changing the rotation speed of the drive motor. For example, an actuator 10 similar to that disclosed as a spindle drive mechanism in Patent Document 1 can be used as this type of actuator 10. Of course, the actuator 11 itself as described above is installed in many vehicles and is well known, so further explanation will be omitted.

[0032] A striker 12 is provided on the back door 10 at a location that is at the lower end position when the back door 10 is closed, while a latch 13 that engages and disengages the striker 12 is provided on the vehicle body side. It is also possible to provide the striker 12 on the vehicle body side and the latch 13 on the back door 10 side.

[0033] The latch 13 is provided with a latch motor (not shown in FIGS. 1 and 2). That is, when the back door 10 is in a latched closed state, the latch can be released by the latch motor, thereby driving the back door 10 in the opening direction. When the back door 10 transitions from an open state to a closed state, it passes through a half-latched state, and then the latch motor is driven to bring it into a fully latched state. (2) Regarding the opening operation of the back door (first speed change mode in FIG. 3).

[0034] When the back door 10 in a closed state (fully closed state) is driven to open, it is driven in accordance with the target opening speed shown in Fig. 3. Fig. 3 is a map using time and the target opening speed of the back door 10 as parameters, and shows a first speed change mode. Note that the opening speed (target opening speed) indicates the normal speed (normal speed in the opening direction) relative to an imaginary line connecting the lower end position (predetermined portion) of the back door 10 in the closed state at the center in the vehicle width direction and the swing center (hinge 5) of the back door 10 in a side view.

[0035] The details of the first speed change mode shown in Fig. 3 will be explained. First, the start point of the opening operation of the back door 10 is set to the origin position, and initially, a first acceleration region is set in which the opening speed gradually increases. In the embodiment, the opening speed increases linearly in the first acceleration region, but it can also increase nonlinearly (for example, the initial acceleration is small and then the acceleration increases). When the opening speed of the back door 10 reaches a predetermined speed VA (400 mm / s in the case of Fig. 3), the first acceleration region ends, and this end point is indicated by t1. The first acceleration region ends in a short time of less than one second from the start of the opening operation.

[0036] After time t1, the system enters a first constant speed region, where the back door 10 continues to be driven in the opening direction at a constant speed (constant speed) called a predetermined speed VA. The first constant speed region continues until time t2, which is a time just before 3 seconds have elapsed since the start of the opening operation of the back door 10. Note that the constant speed in the first constant speed region may have a speed error of about 10%.

[0037] After the time t2, a first deceleration region is entered in which the opening speed of the back door 10 is gradually reduced. The end of the first deceleration region is the time t6 when the back door 10 is in the open state (fully open state).

[0038] In the first deceleration region, deceleration is performed at a first deceleration, which is a large deceleration, immediately after the start of deceleration, and then, halfway through, deceleration is performed at a second deceleration, which is a deceleration smaller than the first deceleration. In this embodiment, both the first deceleration and the second deceleration are set to be nearly linear curves, and are set to transition smoothly from the first deceleration to the second deceleration.

[0039] In FIG. 3, the tangent to the first deceleration region is indicated by the symbol α, and the tangent to the second deceleration region is indicated by the symbol β. The intersection point where the tangents α and β intersect is indicated by the symbol γ. This region indicated by the symbol γ can be positioned as the boundary between the first deceleration region and the second deceleration region. The intersection point γ is set to be 0.4TA to 0.6TA from the time t2, which is the start of deceleration, when the total time during which the first deceleration region is executed is TA. In particular, the second deceleration is an extremely slow opening operation until the opening operation is completed, resulting in a movement with a sense of luxury. To ensure that the user is sufficiently (reliably) aware of the second deceleration, which is a region that creates a sense of luxury, it is preferable to ensure a long period during which the second deceleration is executed. For example, the time from the time of the intersection point γ to the time t6 can be 0.8 seconds or more, preferably 1.0 seconds or more.

[0040] From just before the end of the opening operation of the back door 10 until the end of the opening operation, a second deceleration rate is set, which is a small deceleration rate, so that the opening has a luxurious feel, the impact when the door is opened is reduced (reducing kinetic energy loss, preventing abnormal noise, and improving durability of components), and furthermore, the driving energy (electricity) of the actuator 11 can be reduced, thereby reducing battery power consumption.

[0041] A preferred setting example of the first deceleration rate and the second deceleration rate will be described. First, the total time in the first deceleration region (the time from time t2 to time t6) is defined as TA, and the constant speed in the first constant speed region is defined as VA. Also, the time TA / 4 elapsed from time t2, which is the deceleration start time, is defined as t3, the time TA / 2 elapsed from time t2 is defined as t4, and the time 3TA / 4 elapsed from time t2 is defined as t5. Note that time t5 is the time when the tangent line β passes through.

[0042] The speed at time t3 is set to a speed close to half of VA (the range of the vicinity is set to ±10%, so that the speed is in the range of VA / 2 ±0.1VA, and in this embodiment, the speed is set to VA / 2). Also, the speed at time t4 is set to a speed less than 30% of VA (in this embodiment, it is set to 0.3VA, which is 30%). The speed at time t3 and the speed at time t5 are connected so as to smoothly connect through the speed at time t4. In this way, the deceleration in the first deceleration region, which changes from the first deceleration to the second deceleration, is set. Note that the first deceleration and the second deceleration may each be set to be linear (straight line) (without smooth connection).

[0043] Consider a first comparative mode in which the first deceleration is increased relative to the speed setting in the first deceleration region set as described above (for example, the speed at time t3 is 0.3 VA, and the intersection point γ is shifted to the left and lower than in the case shown in Fig. 3). In this first comparative mode, the user is likely to be aware of the sudden deceleration at the beginning, and the time during which the opening operation is performed at the second deceleration becomes too long, which may give the user a sense of redundancy.

[0044] Furthermore, in a second comparative deceleration mode in which the first deceleration is smaller than the speed setting in the first deceleration region (for example, the speed at time t3 is 0.7 VA, and the intersection point γ is moved to the right and upward compared to the case shown in FIG. 3), the user will be less likely to perceive the difference between the first deceleration and the second deceleration (the overall deceleration will be closer to a linear deceleration setting), making it harder for the user to perceive the second deceleration, and thereby reducing the effect of imparting a sense of luxury. Note that, in order to allow the user to clearly perceive the second deceleration, it is preferable to set the second deceleration sufficiently smaller than the first deceleration, for example, to ½ or less, preferably ⅓ or less, and more preferably ¼ or less of the second deceleration.

[0045] Other preferable conditions to be considered when setting the first speed change mode will now be described. The following conditions are based on evaluations by multiple subjects, including both men and women, who have large differences in elongation. The subjects performed the evaluations by visually observing the tailgate 10 being opened while standing upright on the road surface R immediately behind the tailgate 10.

[0046] First, the time from when the opening operation of the back door 10 actually begins until the back door 10 reaches the open state (fully open state) (the time from the time of the origin position to time t6 in FIG. 3) is preferably set to a range of 4.5 to 5.5 seconds to prevent a sense of redundancy and danger. If it is longer than 5.5 seconds, there is a high possibility that the user will feel a sense of redundancy. Also, if it is shorter than 4.5 seconds, it will be necessary to significantly increase the opening speed or acceleration at least temporarily, which will likely cause the user to feel a sense of danger.

[0047] The opening operation of the back door 10 starts after an opening command from the user is detected, and the initial time (acceleration start timing) from this opening command to the actual start of the opening operation of the back door 10 is preferably in the range of about 0.6 to 0.8 seconds. If it is shorter than 0.6 seconds, it is likely to create a sense of danger because it is difficult for the user to predict the sudden acceleration from the start of the opening operation. Also, if it is longer than 0.8 seconds, it is likely to contradict the eager desire to quickly access the vehicle interior.

[0048] The acceleration in the first acceleration region is preferably 500 to 800 mm / s (s = second) from the viewpoint of preventing a sense of danger and a sense of redundancy. The speed VA in the first constant speed region is preferably 300 to 500 mm / s from the viewpoint of preventing a sense of danger and a sense of redundancy. Note that a speed VA of 600 mm / s or more in the first constant speed region is a speed range that should be avoided, as all subjects felt a sense of danger.

[0049] The start timing of the first deceleration region, that is, the time from the start of the opening operation of the back door 10 to the time t2 when the first deceleration region starts, is preferably 2.7 to 3 seconds or more. If it is less than 2.7 seconds, the deceleration starts too early, which is likely to create a sense of redundancy that the waiting time until the door is opened will be long. Given the need to ensure a time period of about 2.0 seconds in the first deceleration region while keeping the total time until the door is opened to 5.5 seconds or less, it is preferable that the time until the time t2 when the first deceleration region starts be in the range of about 3 seconds ± 0.3 seconds.

[0050] In the first speed change mode described above, a preferable relationship between a predetermined portion that is the lower end position of the back door 10 in the closed state and a user (not shown) standing on the road surface R behind the back door 10 will be described.

[0051] First, it is preferable that the end point of the first acceleration region (time t1 in FIG. 3) be in a range below the eye position of the user in order to prevent the user from feeling a sense of danger due to the accelerating tailgate 10, and it is even more preferable that it be below the chin position in order to prevent a sense of danger. If the user is assumed to be a petite woman with a height of about 150 cm, the position of her chin is about 130 cm from the road surface, so the height of a predetermined part of the tailgate 10 from the road surface R at the end point of the first acceleration region should be 130 cm or less.

[0052] The start point of the first deceleration region (time t2 in FIG. 3) is preferably set in a range above the eye position of the user in order to prevent the slowing down of the tailgate 10 from giving a sense of redundancy in the opening operation, and if it is set above the position of the top of the user's head, it is even more preferable in order to prevent a sense of redundancy. If the user is assumed to be a large male with a height of about 190 cm, the height of a predetermined part of the tailgate 10 from the road surface R at the start point of the first deceleration region should be set to 190 cm or more. (3) Closing operation of the back door (second speed change mode in FIG. 4).

[0053] When the back door 10 is driven to close in an open state (fully open state), it is driven to follow the target closing speed shown in Fig. 4. Fig. 4 is a map using time and the target closing speed of the back door 10 as parameters, and shows a second speed change mode. Note that the closing speed (target closing speed) indicates the normal speed (normal speed in the closing direction) relative to an imaginary line connecting the lower end position (predetermined portion) of the back door 10 in the closed state in the center of the vehicle width direction and the swing center (hinge 5) of the back door 10, as seen from the side.

[0054] The second speed change mode shown in Fig. 4 will be described in detail. First, the start point of the closing operation of the back door 10 is set as the origin position, and initially, a second acceleration region is set in which the closing speed gradually increases. In the embodiment, the opening speed increases linearly in the second acceleration region, but it can also increase nonlinearly (for example, the initial acceleration is small and then becomes large). At time t11, the second acceleration region ends, and the second acceleration region ends in a short time of less than 1 second from the start of the closing operation. The acceleration in the second acceleration region is preferably 500 to 800 mm / s.

[0055] The closing speed at time t11 is approximately 380 mm / s, but after passing through a transient region where slight deceleration occurs, the closing operation continues at a constant speed of speed V2, which is the second constant speed region, from time t12. In this embodiment, the closing speed V2 in the second constant speed region is approximately 330 mm / s, which is smaller than the opening speed of approximately 400 mm / s in the first constant speed region shown in Figure 3. This is because the axial load acting on actuator 11 differs between the opening and closing directions and the drive motor of actuator 11 is small (low output). If a larger drive motor (high output) were used, the closing speed in the second constant speed region could be made equivalent to the opening speed in the first constant speed region. It would also be possible to transition directly from the second acceleration region to the second constant speed region without passing through the transient region. The constant speed in the second constant speed region may have a speed error of approximately 10%. Furthermore, 2nd constant speed regionSince the speed V2 in the second constant speed region is smaller than the speed VA in the first constant speed region in FIG. 3, the third deceleration is set smaller than the corresponding first deceleration in FIG. 3. However, even in this case, by using a larger (higher output) drive motor to increase the speed V2 in the second constant speed region, the third deceleration can be made as large as the first deceleration.

[0056] The second constant speed region ends at time t13. After time t13, the second deceleration region is entered, in which the closing operation is decelerated. In the second deceleration region, the deceleration is sequentially set to a third deceleration, a fourth deceleration that is smaller than the second deceleration, and a fifth deceleration that is larger than the third deceleration.

[0057] The third deceleration corresponds to the first deceleration in FIG. 3, and the fourth deceleration corresponds to the second deceleration in FIG. 3. The fifth deceleration is a deceleration specific to the closing operation. That is, time t16, when the fifth deceleration is executed, is the time immediately before the closing operation is substantially completed, and the closing speed V0 is ensured. This closing speed v0 is set to ensure the energy required to perform half-latching, taking into account the weight of the back door 10, and the fifth deceleration is set to perform the closing operation in one go for half-latching. At time t16, half-latching is performed, marking the end of the closing operation control by the actuator 11. After time t16, the latch motor, which will be described later, is activated to achieve a fully latched state.

[0058] Both the third deceleration and the fourth deceleration are set to be nearly linear curves, with a smooth transition from the third deceleration to the fourth deceleration. The relationship between the third deceleration and the fourth deceleration corresponds to the relationship between the first deceleration and the second deceleration in Figure 3.

[0059] First, when the total time during which the second deceleration region is executed is TB (the time between time t13 and time t16), the boundary between the third deceleration and the fourth deceleration is set to be 0.4TB to 0.6TB after time t13, which is the deceleration start time. In particular, the fourth deceleration is an extremely slow closing operation, which gives a sense of luxury. In order to ensure that the user is fully (reliably) aware of the fourth deceleration, which is a region that gives a sense of luxury, the time period during which the fourth deceleration is executed (from time t15 in FIG. 4 t16 It is preferable to ensure a long time (for example, 0.8 seconds or more, preferably 1.0 seconds or more) until the time point.

[0060] From just before the end of the closing operation of the tailgate 10 until the end of the closing operation (half latch), a small fourth deceleration is used, resulting in a luxurious closing effect, reducing the impact when the tailgate is closed (reducing kinetic energy loss, preventing abnormal noise, and improving the durability of components), and further reducing the driving energy (electricity) of the actuator 11, thereby reducing battery power consumption.

[0061] A preferred example of setting the third deceleration rate and the fourth deceleration rate will be described below. In the following description, TB denotes the total time from time t13, when the second deceleration region starts, to time t16, when the closing operation by actuator 11 substantially ends, and VB denotes the speed difference between closing speed V2 in the second constant speed region and closing speed V0 at time t16. Furthermore, t14 denotes the time when TB / 4 has elapsed since time t13, when deceleration starts, and t15 denotes the time when TB / 2 has elapsed since time t13.

[0062] The speed at time t14 is set to be approximately 70% of VA (with the vicinity range being ±10%, meaning a speed in the range of 0.7VB±0.1VB). The speed at time t15 is set to be 40% or less of VB (set to 0.4VB in this embodiment). The speed at time t14 and the speed at time t15 are connected so as to smoothly connect to the speed at time t16. The third deceleration and the fourth deceleration may each be set to be linear (without smooth connection).

[0063] Consider a first comparative example in which the third deceleration is significantly increased relative to the speed setting in the second deceleration region set as described above (the speed at times t14 and t15 is lower than in the case of Figure 4). In this first comparative example, the user is likely to be aware of the sudden deceleration at the beginning, and the closing operation is performed for too long at the fourth deceleration, which may give the user a sense of redundancy.

[0064] Furthermore, in the second comparative deceleration mode (where the speed at time t14 and t15 is greater than in the case of FIG. 4 ) in which the third deceleration is significantly smaller than the speed setting in the second deceleration region, the user is less likely to perceive the difference between the third deceleration and the fourth deceleration (the overall deceleration is closer to a linear setting), 4th deceleration In order to allow the user to clearly perceive the fourth deceleration, it is preferable to set the fourth deceleration sufficiently smaller than the third deceleration, for example, 1 / 2 or less, more preferably 1 / 3 or less, of the third deceleration.

[0065] Other preferable conditions to be considered when setting the second speed change mode will now be described. The following conditions are based on evaluations by multiple subjects with large differences in elongation, including both men and women. The subjects performed the evaluations by visually observing the tailgate 10 being opened while standing upright on the road surface R immediately behind the tailgate 10.

[0066] First, the time from when the closing operation of the back door 10 in the open state (fully open state) is initiated until the back door 10 is in the closed state (fully closed state) (the time from the time of the origin position to time t16 in FIG. 4) is preferably set to a range of 4.5 to 5.5 seconds to prevent a sense of redundancy and danger. If it is longer than 5.5 seconds, there is a high possibility that the user will feel a sense of redundancy. Also, if it is shorter than 4.5 seconds, it will be necessary to at least temporarily significantly increase the opening speed or significantly increase the acceleration, which will likely cause the user to feel a sense of danger.

[0067] The closing operation of the back door 10 starts after a close command from the user is detected, and the initial time (acceleration start timing) from this open command to the actual start of the closing operation of the back door 10 is preferably in the range of about 0.6 to 0.8 seconds. If it is shorter than 0.6 seconds, it is likely that the user will feel unsafe because it is difficult for the user to predict the sudden acceleration from the start of the closing operation. Also, if it is longer than 0.8 seconds, it is likely that it will go against the user's eagerness to close the back door 10 quickly.

[0068] The acceleration in the second acceleration region is preferably 500 to 700 mm / s (s = second) from the viewpoint of preventing a sense of danger and a sense of redundancy. The speed V2 in the second constant speed region is preferably 300 to 500 mm / s from the viewpoint of preventing a sense of danger and a sense of redundancy. Note that a speed V2 of 600 mm / s or more in the second constant speed region is a speed range that should be avoided, as all subjects felt a sense of danger.

[0069] The start timing of the second deceleration region, that is, the time from when the back door 10 starts closing to time t13 when the second deceleration region starts, is preferably 2.7 to 3 seconds or more. If it is less than 2.7 seconds, the deceleration starts too early, which is likely to create a sense of redundancy that the waiting time until the closed state is long. Given the need to ensure a time period of about 2.0 seconds in the second deceleration region while keeping the total time until the closed state to 5.5 seconds or less, it is preferable that the time until time t13 when the second deceleration region starts be in the range of about 3 seconds ± 0.3 seconds.

[0070] The end point of the second acceleration region (time t11 in FIG. 4) is preferably set in a range above the user's eyes in order to prevent the user from feeling a sense of danger due to the tailgate 10 accelerating in the closing direction, and it is even more preferable to set it above the top of the user's head in order to prevent a sense of danger. Assuming that the user is a large male with a height of about 190 cm, the height of a predetermined part of the tailgate 10 from the road surface R at the end point of the second acceleration region should be set to 190 cm or more.

[0071] The start point of the second deceleration region (time t13 in FIG. 4) is preferably set in a range below the eye level of the user in order to prevent the user from feeling a sense of redundancy in the closing operation due to the decelerating tailgate 10, and it is even more preferable to set it below the user's chin in order to prevent a sense of redundancy. Assuming that the user is a petite woman with a height of about 150 cm, the height of a predetermined part of the tailgate 10 from the road surface at the start point of the second deceleration region should be set to 130 cm or less. (4) Control examples (Fig. 5, Fig. 6) FIG. 5 shows an example of a control system of the present invention. In the figure, U denotes a controller (control unit) configured using a microcomputer. FIG. 5 also shows details of the devices that make up the latch 13. That is, the latch 13 has a full latch switch 41 that detects a full latch, a half latch switch 42 that detects a half latch, a release switch 43 that detects a released state in which the latch is released, and a latch motor 44. Signals from these switches 41 to 43 are input to the controller U, and the controller U drives and controls the latch motor 44.

[0072] The controller U receives signals from a remote control key 31 and an open / close switch 32 mounted on the vehicle body. The remote control key 31 is carried by the user and is capable of issuing commands to open and close the tailgate 10. The open / close switch 32 is mounted on the vehicle body and is capable of issuing commands to open and close the tailgate 10 in response to a user's operation. The open / close switch 32 can be provided, for example, near the operation knob of the tailgate 10. Alternatively, the open / close switch 32 can be a switch that scans the space below the rear bumper and issues at least one of an open command and a close command when it detects movement in the space below the rear bumper (for example, when it detects the movement of a user carrying luggage swaying their feet in the space below the rear bumper) assuming that the vehicle is stopped and the remote control key 31 is present nearby. The controller U also functions as an open command detection unit that detects an open command and a close command detection unit that detects a close command.

[0073] The actuator 11 has an opening / closing motor 51 and a rotation speed sensor 52 that detects the rotation speed of the opening / closing motor 51. The rotation speed detected by the rotation speed sensor 52 corresponds to the opening / closing speed of the back door 10. The controller U controls the driving of the opening / closing motor 51 based on a signal from the rotation speed sensor 52 so as to achieve the target speed shown in FIG. 3 or FIG. 4 (feedback control or feedforward control).

[0074] 6 is a flowchart showing an example of control for controlling the opening and closing of the back door 10 by the controller U. This flowchart will be explained below, and in the following explanation, Q indicates a step.

[0075] First, in Q1, signals from each output key and the like are input as data, and then in Q2, it is determined whether the back door 10 is closed. Whether the back door 10 is closed can be determined, for example, by observing the detection states of the switches 41-43, or by observing the state (amount of extension / contraction) of the actuator 11. The amount of extension / contraction of the actuator 11 can be determined by tracking and storing changes in the number of rotations of the rotation speed sensor 52 over time, but it is also possible to provide a separate position sensor that detects the position of the back door 10 and use the detection signal from this position sensor. This position sensor can be built into the actuator 11, or it can be provided at a position on the vehicle body that corresponds to the fully closed and fully open positions of the back door 10.

[0076] If the answer to Q2 is YES, then in Q3 it is determined whether or not an open command has been issued. This determination in Q3 can be made by checking the input signal from the remote control key 31 or the open / close switch 32. If the answer to Q3 is NO, then the process returns to Q1.

[0077] If the answer to Q3 is YES, then in Q4 the latch motor 44 is driven to release the latch. By checking the detection signal from the release switch 43, it can be confirmed that the latch has been released (released).

[0078] After Q4, in Q5, the actuator 11 is driven and controlled so as to reach the target speed shown in the first speed change mode in FIG. 3. After Q5, in Q6, it is determined whether the back door 10 is in the open state (fully open state). This determination can be made, for example, by checking the amount of extension and contraction of the actuator 11 or the signal from the position sensor described above. Initially, the determination in Q6 is NO, and the processing of Q5 continues. When the back door 10 is in the open state (fully open state), the determination in Q6 is YES, and in this case, the processing returns to Q1.

[0079] If the answer to Q2 is NO, the process proceeds to Q7, where it is determined whether the back door 10 is open (fully open). If the answer to Q7 is NO, the process returns to Q1.

[0080] If the answer to Q7 is YES, then in Q8 it is determined whether or not a close command has been issued (corresponding to Q3). If the answer to Q8 is NO, then the process returns to Q1.

[0081] If the answer to Q8 is YES, then in Q9, drive control of the actuator 11 is performed so that the target opening indicated by the second speed change pattern shown in FIG. 4 is achieved (corresponding to the processing in Q5). After Q9, in Q10, it is determined whether or not half latching has occurred. This determination in Q10 can be made by checking the detection signal of the half latch switch 42. Initially, the answer to Q10 is NO, and control in Q9 continues.

[0082] If the answer to Q10 is YES, the latch motor 44 is driven in Q11 to fully latch the latch. After this, the process returns to Q1.

[0083] Although the embodiments have been described above, the present invention is not limited to the embodiments and can be modified as appropriate within the scope of the claims, including, for example, the following cases: The opening / closing body is not limited to a back door, but may also be a side door, and the opening / closing type of the opening / closing body may be one that is opened and closed by swinging in the lateral direction, or, for example, one that is opened and closed by sliding in the front and rear directions. Of course, the object of the present invention is not limited to what has been explicitly stated, and implicitly includes providing what is substantially preferable or expressed as an advantage. [Industrial Applicability]

[0084] The present invention is preferable for controlling the opening and closing of a back door or the like. [Explanation of symbols]

[0085] U: Controller 1: Vehicle 2: Rear opening 3: Rear floor panel 4: Roof panel 5: Hinge (swing center of back door) 10: Back door (opening and closing body) 11: Actuator (drive unit) 12: Striker 13: Latch 31: Remote control key 32: Open / close switch 44: Latch motor 51: Opening and closing motor (with built-in actuator) 52: Rotation speed sensor (opening / closing speed sensor)

Claims

1. an opening / closing body that forms part of the vehicle body and separates the inside and outside of the vehicle body when in a closed state; a drive unit that drives the opening / closing body to open and close; a close command detection unit that detects a close command of the opening / closing body from a user; a drive control unit that controls the drive unit to close the opening / closing body in a preset second speed change manner when the close command detection unit detects the close command while the opening / closing body is in an open state; Equipped with the second speed change manner is set to have a second acceleration region in which the closing operation is performed while accelerating, a second constant speed region in which the closing operation is performed at a substantially constant speed after the second acceleration region, and a second deceleration region in which the closing operation is performed while decelerating after the second constant speed region, In the second deceleration region, the decelerations are set to have, in order from the start of deceleration, a third deceleration, a fourth deceleration that is smaller than the third deceleration, and a fifth deceleration that is greater than the third deceleration and is set immediately before the end of the closing operation, When the opening / closing body is closed, it passes through a half-latched state and is put into a fully latched state, which is a closed state, a time when the deceleration rate shifts from the fourth deceleration rate to the fifth deceleration rate is set as a start time of the half-latching operation, and a closing speed at the start time of the half-latching operation is set as a speed equal to or higher than a closing speed at which half-latching can be performed; A control device for an opening / closing body of a vehicle.

2. In claim 1, A vehicle opening / closing body control device characterized in that, when TB is the time from the start of deceleration in the second deceleration region to the start of the half-latch operation, and VB is the speed difference between the closing speed in the second constant speed region and the closing speed at the start of the half-latch operation, the closing speed at the point TB / 4 after the start of deceleration is set to a speed of approximately 0.7VB, and the opening speed at the point TB / 2 after the start of deceleration is set to a speed of 0.4VB or less.

3. In claim 1 or claim 2, A vehicle opening / closing body control device characterized in that, when TB is the time from the start of deceleration in the second deceleration region to the start of the half-latch operation, the boundary point between the third deceleration and the fourth deceleration is set to be in the range of 0.4 TB to 0.6 TB from the start of deceleration in the second deceleration region.

4. In any one of claims 1 to 3, A control device for an opening / closing body of a vehicle, characterized in that the acceleration in the second acceleration region is set to 500 to 800 mm / ss (s = second).

5. In any one of claims 1 to 4, A vehicle opening / closing body control device characterized in that the opening / closing body is a back door that opens and closes a rear opening opened at the rear of the vehicle body, and is configured to open and close the rear opening by swinging up and down around a hinge provided at the top.

6. In claim 5, When the tailgate is closed by swinging downward, the end timing of the second acceleration region in the second speed change mode is set to a range in which a predetermined position of the tailgate, which becomes the lower end position when closed, is 190 cm or more from the ground, while the deceleration start timing in the second deceleration region is set to a range in which the predetermined position of the tailgate is 130 cm or less from the ground.

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