JP2011057174A - Wiper controlling apparatus - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To make a wiper member continuously swing even if the function of the position detection falls while enabling the position detection of the wiper member to a surface to be wiped to be accurately performed. <P>SOLUTION: A wiper controlling apparatus is equipped with speed reduction mechanism sensors 40a and 40b. A failure discriminating section 53a compares the combination of pulse signals (C phase and D phase) of respective speed reduction mechanism sensors 40a and 40b which are housed in a data storage section 54, and the combination of actual pulse signals (C phase and D phase) which are generated by respective speed reduction mechanism sensors 40a and 40b, and discriminates the fact that at least either one of respective speed reduction mechanism sensors 40a and 40b has failed when the comparison result is different. A fail-safe control section 53b fail-safe-controls a motor section 20 when the discrimination result by the failure discriminating section 53a is the failure discrimination. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a wiper control device that wipes a wiping surface by swinging a wiper member.

  2. Description of the Related Art Conventionally, a vehicle such as an automobile is provided with a wiper control device that wipes rainwater or the like attached to a windshield (wiping surface) in order to secure a driver's view. The wiper control device includes a link mechanism that synchronously drives a pair of wiper members provided on a driver seat side and a passenger seat side, and the link mechanism converts a rotational motion of a motor into a swing motion of each wiper member. Yes.

  The wiper control device is provided in an installation space in the engine room, and the installation space of the wiper control device includes a swinging space that allows the link mechanism to swing. Since the link mechanism requires a relatively large oscillating space, reducing the oscillating space is an essential requirement for reducing the installation space of the wiper control device. In addition, it is desirable to reduce the installation space of the wiper control device as much as possible in order to secure a sufficient crushable zone (shock absorbing space) and to ensure the design freedom of the vehicle body design.

  As a technique that can reduce the rocking space of the link mechanism and reduce the installation space of the wiper control device, for example, one described in Patent Document 1 is known. The wiper control device described in Patent Document 1 is a so-called reversing wiper control device that rotates a motor in forward and reverse directions based on a predetermined control logic. In this reversing wiper control device, the motor is controlled to repeat normal rotation and reverse rotation in a predetermined angle range, and thereby the wiper member (blade) is swung. Therefore, for example, compared with a wiper control device that rotates the motor only in one direction, the rocking space of the link mechanism can be reduced, and thus the installation space of the wiper control device can be reduced. .

  The reversing wiper control device detects the rotation state (relative position) of the motor and the position state (absolute position) of the wiper member by a relative position detection sensor and an absolute position detection sensor, respectively, and the controller detects each detection sensor. Based on the value, the reciprocation control and stop control of the wiper member are performed. As each detection sensor, a combination of a magnet having a plurality of magnetic poles (N pole, S pole) and a Hall IC facing the magnet is used, and a pulse signal is output from the Hall IC by switching of the magnetic poles. .

  The relative position detection sensor is used to detect the swing angle of the wiper member and rotate the motor in the forward and reverse directions. The relative position detection sensor is provided at a predetermined position in the axial direction of the rotating shaft constituting the motor and has multiple poles in the circumferential direction. And a pair of Hall ICs that detect the switching of the magnetic poles of the multipole magnetized magnet. The controller calculates the swing angle of the wiper member by sequentially counting pulse signals output at different timings from each Hall IC, and rotates the motor in the forward and reverse directions based on the calculated swing angle.

  The absolute position detection sensor is used to detect a stop position of the wiper member, and is provided in a reduction mechanism having an output shaft for operating the wiper member, and has a ring magnet having multiple poles in the circumferential direction, and a ring magnet It is composed of one Hall IC that detects the switching of magnetic poles. The controller detects the pulse signal from the Hall IC to stop the wiper member at a predetermined position or move it to the origin position, and resets the pulse count value by the relative position detection sensor to swing the wiper member. Correct the moving angle.

Japanese Patent Laying-Open No. 2005-104337 (FIG. 7)

  However, according to the wiper control device described in Patent Document 1 described above, position detection (absolute position detection) of the wiper member with respect to the windshield is performed by one Hall IC provided in the speed reduction mechanism. Therefore, the stop position of the wiper member is likely to vary, and it has been desired to improve the control accuracy of the stop position. Further, when the Hall IC fails for some reason, it is difficult to continuously swing the wiper member. Even if the wiper member is continuously swung, the wiper member may move beyond a predetermined swing angle as the positional accuracy of the wiper member with respect to the windshield decreases. When the wiper member moves beyond the swing angle, a large load is applied to the link mechanism or the like of the wiper control device, and the link mechanism or the like may be buckled or the like and cannot be reused (requires replacement). .

  An object of the present invention is to provide a wiper control device capable of continuously swinging a wiper member even if the position detection function is lowered while enabling accurate position detection of the wiper member with respect to the wiping surface. It is in.

  The wiper control device of the present invention is a wiper control device that wipes a wiping surface by swinging and driving a wiper member, and includes a motor having a rotation shaft, a speed reduction mechanism that reduces the rotation of the rotation shaft, and the speed reduction mechanism And a reduction mechanism magnet magnetized in a plurality of poles along the rotation direction of the speed reduction mechanism, and provided opposite to the speed reduction mechanism magnet, by switching of the magnetic poles accompanying the rotation of the speed reduction mechanism magnet A first speed reduction mechanism sensor that generates a pulse signal and the speed reduction mechanism magnet are opposed to the first speed reduction mechanism sensor in a rotation direction of the speed reduction mechanism magnet with a predetermined interval therebetween. A combination of a second deceleration mechanism sensor that generates a pulse signal by switching of magnetic poles accompanying rotation and a pulse signal generated by each of the deceleration mechanism sensors. A combination of position information storage means stored corresponding to the wiping position of the wiper member, a combination of pulse signals of the speed reduction mechanism sensors stored in the position information storage means, and actual pulse signals generated by the speed reduction mechanism sensors And when the comparison result is different, a failure determination unit that determines that at least one of the deceleration mechanism sensors is defective, and a failure determination unit that determines a failure among the deceleration mechanism sensors. And fail-safe control means for performing fail-safe control on the motor when it is determined that any one of them is faulty.

  In the wiper control device of the present invention, a rotating shaft magnet magnetized in a plurality of poles along the rotation direction is provided on the rotating shaft, and a magnetic pole associated with the rotation of the rotating shaft magnet is opposed to the rotating shaft magnet. A rotation axis sensor that generates a pulse signal by switching is provided, and the position information storage means stores a pulse signal holding time obtained from the pulse signal from the rotation axis sensor.

  According to the present invention, the first speed reduction mechanism sensor and the second speed reduction mechanism sensor are provided, and the failure determination means generates a combination of pulse signals of the speed reduction mechanism sensors stored in the position information storage means and each speed reduction mechanism sensor. The actual combination of pulse signals is compared, and if the comparison results are different, it is determined that at least one of the deceleration mechanism sensors is faulty. The fail-safe control unit performs fail-safe control of the motor when the determination result of the failure determination unit is a failure determination. Thereby, when each deceleration mechanism sensor is normal, the position of the wiper member relative to the wiping surface can be detected by each deceleration mechanism sensor. Therefore, the position detection accuracy can be improved as compared with the case where the position of the wiper member is detected by one conventional sensor. Further, even if any one of the deceleration mechanism sensors breaks down and the position detection function deteriorates, the wiper member is continuously swung by the other deceleration mechanism sensor that does not fail as fail-safe control. Can do.

  According to the present invention, the rotary shaft is provided with a rotary shaft magnet magnetized in a plurality of poles along the rotation direction, and a pulse signal is generated by switching of the magnetic pole accompanying the rotation of the rotary shaft magnet so as to face the rotary shaft magnet. The generated rotation axis sensor is provided, and the position information storage means stores the pulse signal holding time obtained from the pulse signal from the rotation axis sensor. As a result, although the comparison result between the combination of the pulse signals of each deceleration mechanism sensor stored in the position information storage means and the combination of the actual pulse signals generated by each deceleration mechanism sensor is correct, the holding time of the pulse signal Can be determined that at least one of the deceleration mechanism sensors is out of order. Therefore, the failure determination accuracy of each deceleration mechanism sensor by the failure determination means can be improved.

It is explanatory drawing explaining the wiper control apparatus mounted in the vehicle. It is explanatory drawing explaining the wiper motor in the wiper control apparatus of FIG. It is an output waveform figure of a rotating shaft sensor. It is an output waveform diagram of the deceleration mechanism sensor. It is a block diagram of the wiper control device concerning a 1st embodiment. It is a flowchart (upstream side) which shows the operation | movement content of the wiper control apparatus which concerns on 1st Embodiment. It is a flowchart (downstream side) which shows the operation | movement content of the wiper control apparatus which concerns on 1st Embodiment. (A)-(d) is an output waveform figure when either one of each deceleration mechanism sensor fails. (A)-(d) is an output waveform figure when all of each deceleration mechanism sensor fails. It is the table | surface which put together the state of the failure determination of the wiper control apparatus which concerns on 2nd Embodiment. It is a flowchart (upstream side) which shows the operation | movement content of the wiper control apparatus which concerns on 2nd Embodiment. It is a flowchart (downstream side) which shows the operation | movement content of the wiper control apparatus which concerns on 2nd Embodiment.

  Hereinafter, a first embodiment of the present invention will be described in detail with reference to the drawings.

  1 is an explanatory diagram for explaining a wiper control device mounted on a vehicle, FIG. 2 is an explanatory diagram for explaining a wiper motor in the wiper control device of FIG. 1, FIG. 3 is an output waveform diagram of a rotary shaft sensor, FIG. Is an output waveform diagram of the deceleration mechanism sensor, and FIG. 5 is a block diagram of the wiper control device according to the first embodiment.

  As shown in FIG. 1, the installation space S provided on the front side of the vehicle 10 is provided with a wiper control device 12 that wipes rainwater and the like attached to the windshield (wiping surface) 11 and secures the driver's field of view. It has been. The wiper control device 12 includes a wiper motor 13 that is rotationally driven by operating a wiper switch (not shown) provided in a vehicle interior, a pair of pivot shafts 14 that are rotatably provided in the vehicle 10, and each pivot. The shaft 14 is provided with a pair of wiper arms 15 whose proximal end is fixed and whose distal end swings on the windshield 11, and a link mechanism 16 that converts the rotational motion of the wiper motor 13 into the swing motion of each wiper arm 15. .

  A wiper blade 17 is provided at the tip side of each wiper arm 15, and each wiper blade 17 comes into elastic contact with the windshield 11 by a spring (not shown) provided inside each wiper arm 15. ing. Here, each wiper arm 15 and each wiper blade 17 constitute a wiper member in the present invention.

  Each wiper blade 17 performs a reciprocating wiping operation on each wiping range 18 indicated by a two-dot chain line on the windshield 11 by rotating the wiper motor 13 in the forward and reverse directions. That is, the wiper control device 12 is a reversing wiper control device. In the figure, reference symbol PP denotes a storage position where each wiper blade 17 is stored when the wiper switch is turned off, reference symbol LRP denotes a lower inverted position of each wiper blade 17, and reference symbol URP denotes each wiper blade 17. The upper inversion positions are respectively shown.

  As shown in FIG. 2, the wiper motor 13 includes a motor unit (motor) 20 and a gear unit 30 connected thereto. The motor unit 20 includes a yoke 21 formed into a bottomed cylindrical shape by pressing (deep drawing) a steel plate made of a magnetic material, and a pair of permanent magnets 22 are mounted inside the yoke 21. . Inside each permanent magnet 22, an armature 23 is rotatably provided through a predetermined gap, and a coil 24 is wound around the armature 23.

  An armature shaft (rotating shaft) 25 is provided through the rotation center of the armature 23, and one end side (left side in the figure) of the armature shaft 25 is rotatably supported on the bottom of the yoke 21 via a radial bearing 26. Has been. The other end side (the right side in the figure) of the armature shaft 25 is supported by another radial bearing (not shown) and extends into the case 31 of the gear portion 30.

  A worm 27 is integrally provided on the other end side of the armature shaft 25, and the worm 27 is engaged with a tooth portion 35 a of the worm wheel 35. Here, the worm 27 and the worm wheel 35 constitute a speed reduction mechanism according to the present invention, and the worm 27 and the worm wheel 35 reduce the rotation of the armature shaft 25 to increase the torque, and at the same time, increase the rotation with the increased torque to the worm. The output is output from the output shaft 36 of the wheel 35 to the outside.

  A commutator 28 is integrally provided at a position close to the armature 23 of the armature shaft 25, and the commutator 28 is formed in a substantially cylindrical shape by molding a plurality of commutator pieces 28a. A coil 24 is electrically connected to each commutator piece 28a, and an electromagnetic force is generated in the armature 23 by supplying a drive current to the coil 24 via the commutator 28, whereby the armature shaft 25 is moved in the positive direction or It is designed to rotate in the reverse direction.

  Between the worm 27 and the commutator 28 of the armature shaft 25, a multipolar magnetized magnet (rotary shaft magnet) 29 is provided which is magnetized in a plurality of poles along the rotation direction of the armature shaft 25. The multipole magnetized magnet 29 is formed by alternately magnetizing (for example, 6 poles) N poles, S poles... At equal intervals along the rotation direction of the armature shaft 25.

  The gear unit 30 includes a bottomed case 31. The case 31 is formed by casting a molten aluminum material or the like. A brush holder 32 made of a resin material such as plastic is mounted on the yoke 21 side of the case 31, and a pair of brushes 33 are provided on the brush holder 32 so as to be movable in the radial direction. Each brush 33 is in sliding contact with the commutator 28, and each brush 33 is predetermined toward the commutator 28 by the elastic force of each spring 34 in order to stably supply a drive current to the commutator 28. It is pressed with pressure.

  A worm wheel 35 is rotatably accommodated in the case 31. The worm 27 is engaged with the tooth portion 35 a of the worm wheel 35, whereby the rotation of the worm 27 is transmitted to the worm wheel 35. An output shaft 36 is provided at the rotation center of the worm wheel 35 so as to be integrally rotatable, and one end side of the output shaft 36 is extended to the outside via a boss portion (not shown) of the case 31. A link mechanism 16 (see FIG. 1) is connected to a portion extending to the outside of the output shaft 36.

  Around the output shaft 36 of the worm wheel 35, a ring magnet (deceleration mechanism magnet) 37 is provided so as to be integrally rotatable. The ring magnet 37 is magnetized so as to have two poles (N pole, S pole) along the rotation direction of the worm wheel 35. The portion magnetized in the S pole occupies approximately 3/4 in the circumferential direction, and the remaining approximately 1/4 is magnetized in the N pole.

  The case 31 is provided with a cover (not shown) for closing the opening of the case 31, and a circuit board 38 (two-dot chain line in the figure) facing the worm 27 and the worm wheel 35 is provided inside the cover. It has been. The circuit board 38 is mounted with a controller 50 and a plurality of electronic components (not shown) such as transistors and resistors.

  A first rotating shaft sensor 39 a and a second rotating shaft sensor 39 b as rotating shaft sensors are provided at locations facing the multipolar magnetized magnet 29 on the circuit board 38. The rotation axis sensors 39 a and 39 b are provided so as to have a predetermined interval along the rotation direction of the multipolar magnetized magnet 29. As shown in FIG. 3, each rotary shaft sensor 39a, 39b generates an A-phase pulse signal and a B-phase pulse signal (voltage signal) by switching the magnetic poles accompanying the rotation of the multipolar magnetized magnet 29. Is sent to the controller 50. By providing the rotation axis sensors 39a and 39b at predetermined intervals along the rotation direction of the multipolar magnetized magnet 29, the A-phase and B-phase pulse signals appear at different timings (phase difference of about 45 °). ing.

  The multi-pole magnetized magnet 29, the first rotary shaft sensor 39a, and the second rotary shaft sensor 39b form a relative position detection sensor that detects the rotational state of the motor unit 20 (armature shaft 25), and each wiper blade 17 (each It is used to detect the swing angle of the wiper arm 15) and rotate the motor unit 20 in the forward and reverse directions.

  As shown in FIG. 3, when the B-phase pulse signal is High (1) and the A-phase pulse signal rises, and when the B-phase pulse signal is Low (0) and the A-phase pulse signal falls. In such a case, the controller 50 determines that each wiper blade 17 is in the forward operation, and sets the pulse count to “+1” each time. That is, as each wiper blade 17 approaches the upper inversion position URP, the pulse count number increases. When the pulse count number reaches a predetermined value, the controller 50 determines that each wiper blade 17 has reached the upper inversion position URP. To do.

  On the other hand, when the B-phase pulse signal is Low and the A-phase pulse signal rises, and when the B-phase pulse signal is High and the A-phase pulse signal falls, the controller 50 It is determined that the blade 17 is performing the backward operation, and the pulse count is set to “−1” each time. That is, as each wiper blade 17 approaches the lower inversion position LRP (storage position PP), the pulse count number decreases, and when the pulse count number reaches a predetermined value, the controller 50 causes the wiper blade 17 to move to the lower inversion position LRP. It is determined that (storage position PP) has been reached.

  Thus, the controller 50 associates the number of pulse counts based on the rising / falling edge of the A phase with respect to the B phase and the position of each wiper blade 17 with respect to the windshield 11, and the controller 50 swings the wiper blade 17 with respect to the windshield 11. The angle can be detected.

  A first speed reduction mechanism sensor 40 a and a second speed reduction mechanism sensor 40 b are provided at a location facing the ring magnet 37 of the circuit board 38. The speed reduction mechanism sensors 40 a and 40 b are provided so as to have a predetermined interval along the rotation direction of the ring magnet 37. As shown in FIG. 4, the deceleration mechanism sensors 40 a and 40 b generate C-phase and D-phase pulse signals (voltage signals) by switching of the magnetic poles accompanying the rotation of the ring magnet 37. Is sent out. By providing the deceleration mechanism sensors 40a and 40b at predetermined intervals along the rotation direction of the ring magnet 37, C-phase and D-phase pulse signals appear at different timings.

  The ring magnet 37, the first reduction mechanism sensor 40a, and the second reduction mechanism sensor 40b form an absolute position detection sensor that detects the position of each wiper blade 17 with respect to the windshield 11, and detects the stop position of each wiper blade 17 and the like. Used to do.

  As shown in FIG. 4, when each wiper blade 17 is in the storage position PP, the C-phase pulse signal is Low (0) and the D-phase pulse signal is High (1). Is the operating area (1). When the motor unit 20 is rotated forward by the controller 50 and each wiper blade 17 moves to the lower inversion position LRP, the C-phase pulse signal becomes High through the rising point P1. When the C-phase pulse signal is High and the D-phase pulse signal is High, the position state of each wiper blade 17 is the operation area (2).

  Thereafter, with the forward rotation of the motor unit 20, the D-phase pulse signal becomes Low via the falling point P2. When the C-phase pulse signal is High and the D-phase pulse signal is Low, the position of each wiper blade 17 is the operation area (3). Further, when each wiper blade 17 goes to the upper inversion position URP beyond the lower inversion position LRP, the C-phase pulse signal becomes Low through the falling point P3. When the C-phase pulse signal is Low and the D-phase pulse signal is Low, the position of each wiper blade 17 is the operation area (4).

  When the motor unit 20 is rotated reversely by the controller 50, the wiper blades 17 follow the operation area (4) → (3) → (2) → (1) contrary to the above. . Here, black points P1 to P3 in the figure are operating area switching points during forward rotation of the motor unit 20 (during forward operation), and white points P4 to P6 in the figure are during reverse rotation of the motor unit 20 (reverse operation). Represents the switching point of the operating area at the time. As described above, the high / low combination of the C-phase and D-phase pulse signals is associated with the four operation areas (1) to (4) and is used as position information for the windshield 11 of each wiper blade 17.

  As shown in FIG. 5, the rotary shaft sensors 39a and 39b, the speed reduction mechanism sensors 40a and 40b, the wiper switch 51, and the power source 52 are respectively wired (not shown) to the controller 50 mounted on the circuit board 38. Is electrically connected. Further, between the controller 50 and the motor unit 20, a power supply line (not shown) that supplies a drive current from the controller 50 toward each brush 33 (see FIG. 2) of the motor unit 20 is electrically connected. The controller 50 is configured to control the duty of the motor unit 20.

  Even if the wiper switch 51 is directly connected to the controller 50 as described above and the wiper motor 13 is not directly driven by the ON / OFF operation of the wiper switch 51, for example, if an in-vehicle LAN is constructed in the vehicle 10 This can also be used. That is, the controller 50 can be connected to a LAN cable, and the wiper motor 13 can be driven by wiper switch information from a master controller (vehicle controller).

  The controller 50 includes a calculation unit 53 and a data storage unit (position information storage means) 54. The calculation unit 53 calculates an optimum drive current to the motor unit 20 based on various input signals (wiper switch signal, sensor signal, pulse count number, position data) input to the controller 50. Yes.

  The data storage unit 54 stores in advance the pulse count number based on the pulse signals (A phase and B phase) from the rotary shaft sensors 39a and 39b. The pulse count numbers stored in the data storage unit 54 are set to predetermined values corresponding to the operation areas (1) to (4). For example, the operating area (1) has 46 pulses, the operating area (2) has 82 pulses, the operating area (3) has 154 pulses, and the operating area (4) has 142 pulses.

  As a result, for example, when the number of pulse counts from the rotary shaft sensors 39a and 39b exceeds 46 pulses and each wiper blade 17 is still in the operating area (1), the calculation unit 53 determines each deceleration mechanism sensor 40a. , 40b can be recognized as having failed. That is, in the wiper device that performs the reciprocating wiping operation between the predetermined reversal positions, the pulse count numbers (46, 82, 154, 142) corresponding to the operation areas (1) to (4) are determined by the respective deceleration mechanism sensors 40a, The combination of pulse signals (C phase, D phase) from 40b (operation areas (1) to (4)) is the holding time to be held. Thus, the pulse count stored in the data storage unit 54 constitutes the pulse signal holding time in the present invention. In the present invention, during the wiping operation of each wiper blade 17, the difference between the operation areas (1) to (4) is taken into consideration with respect to what is determined only by the comparison result by comparison with the pulse. A failure can be recognized.

  The data storage unit 54 further wipes the combination of the pulse signals (C phase and D phase) (operation areas (1) to (4)) from the speed reduction mechanism sensors 40a and 40b to the windshield 11 of each wiper blade 17. The position data corresponding to the position is stored in advance in the order of operation area (1) → (2) → (3) → (4) or operation area (4) → (3) → (2) → (1). (See FIG. 4). Then, the data storage unit 54 is configured to send the position data to the calculation unit 53.

  The calculation unit 53 includes a failure determination unit (failure determination unit) 53a and a fail safe control unit (fail safe control unit) 53b. An actual pulse signal (sensor signal) generated by the first reduction mechanism sensor 40a and the second reduction mechanism sensor 40b is input to the failure determination unit 53a. Further, the pulse count number and the position data stored in the data storage unit 54 are input to the failure determination unit 53a.

  The failure determination unit 53a compares the input combination of the actual pulse signals (C phase and D phase) with the position data (C phase and D phase) stored in advance, and if the comparison results are different, It is determined that at least one of the mechanism sensors 40a and 40b is faulty. Moreover, the failure determination part 53a is the case where the combination (C phase, D phase) of each actual pulse signal is not switched based on the previously stored pulse count numbers (A phase, B phase), that is, for example, the operation area (1). When it is not time to switch to the operation area (2) from the time it is switched, it is determined that at least one of the deceleration mechanism sensors 40a and 40b is faulty.

  The determination result of the failure determination unit 53a is sent to the fail safe control unit 53b as a normal signal or a failure signal. When a failure signal is input from the failure determination unit 53a, the fail-safe control unit 53b performs fail-safe control on the motor unit 20 instead of normal control during normal operation. The failure signal includes a failure signal A when each of the deceleration mechanism sensors 40a and 40b has failed, and a failure signal B when any one of the deceleration mechanism sensors 40a and 40b has failed. is there.

  For example, in the case of the failure signal A, for example, in the case of the failure signal A, the supply of the drive current to the motor unit 20 is stopped in order to prevent the component parts from being damaged by the excessive drive of the wiper control device 12. Thus, each wiper arm 15 is urgently stopped. Further, in the case of the failure signal B, the motor unit 20 is controlled so as to continue the swing driving of each wiper arm 15 in order to ensure sufficient visibility of the driving driver. Thus, the control content of the fail safe control unit 53b can be arbitrarily set according to the failure state (failure signal A / failure signal B).

  Here, the “drive force” arrow in FIG. 5 represents the transmission torque transmitted from the gear portion 30 to each wiper blade 17, and the “reaction force” arrow is transmitted from each wiper blade 17 to the gear portion 30. Represents the load. Examples of the “reaction force” transmitted from each wiper blade 17 to the gear unit 30 include a load caused by sliding resistance between each wiper blade 17 and the windshield 11 and a load caused by the weight of snow or the like applied to each wiper blade 17. Is mentioned.

  Next, the operation of the wiper control device 12 according to the first embodiment configured as described above will be described in detail with reference to the drawings.

  FIG. 6 is a flowchart (upstream side) showing the operation content of the wiper control device according to the first embodiment, and FIG. 7 is a flowchart (downstream side) showing the operation content of the wiper control device according to the first embodiment. FIGS. 8A to 8D are output waveform diagrams when any one of the speed reduction mechanism sensors fails, and FIGS. 9A to 9D are all the speed reduction mechanism sensors failed. The output waveform diagram in each case is shown.

  As shown in FIG. 6, in step S1, the controller 50 is powered by turning on the ignition switch or the like, thereby starting the failure determination process for each of the deceleration mechanism sensors 40a and 40b. In step S2, the wiper switch 51 is turned on to determine whether or not the wiper control device 12 is in operation. If it is determined to be no, the process returns to step S2. If it is determined to be yes, the process returns to step S3. move on.

  In step S3, the pulse count number is stored from the output of each rotary shaft sensor 39a, 39b, that is, the rise / fall of the A phase and the B phase, and then the process proceeds to step S4. The pulse count number is stored in a storage unit (not shown) such as a RAM provided in the calculation unit 53.

  In Step S4, it is determined whether or not the C phase is High. If it is determined to be yes, the process proceeds to Step S5, and if it is determined to be no, the process proceeds to Step S6. In Step S5, it is determined whether or not the D phase is High. If it is determined to be yes, the process proceeds to Step S7, and if it is determined to be no, the process proceeds to Step S8. In step S7, based on being C-phase High / D-phase High, it is determined that each wiper blade 17 is in the operating area (2), and the process proceeds to Step S9. In step S8, it is determined that each wiper blade 17 is in the operating area (3) based on the fact that it is C-phase High / D-phase Low, and the process proceeds to step S9.

  In Step S6, it is determined whether or not the D phase is High. If it is determined to be yes, the process proceeds to Step S10, and if it is determined to be no, the process proceeds to Step S11. In step S10, based on being C-phase Low / D-phase High, it is determined that each wiper blade 17 is in the operating area (1), and the process proceeds to step S9. In step S11, it is determined that each wiper blade 17 is in the operating area (4) based on the fact that it is C phase Low / D phase Low, and the process proceeds to step S9.

  In step S9, the failure determination unit 53a compares the actual pulse count number counted in step S3 with the pulse count number for each area stored in the data storage unit 54, and the actual pulse count number is a pulse for each area. It is determined whether or not the count number is exceeded. For example, in step S10, when the operation area (1) is selected, it is determined yes if the actual pulse count is 46 pulses or more, and no if the actual pulse count is less than 46 pulses. Determined. If YES is determined in step S9, the process proceeds to step S12, and a sensor abnormality flag is set, and at least one of the deceleration mechanism sensors 40a and 40b is assumed to be faulty. Thereafter, the process proceeds to step S14, where predetermined fail safe control is executed by the fail safe control unit 53b, and the failure determination process is terminated in the subsequent step S15.

  If NO is determined in step S9, the process proceeds to step S13 shown in FIG. In step S13, based on the A-phase and B-phase pulse signals, the wiping direction of each wiper blade 17, that is, whether each wiper blade 17 is in the forward path or the return path is determined. If each wiper blade 17 is on the forward path, the process proceeds to step S16, and if each wiper blade 17 is on the return path, the process proceeds to step S17.

  In step S16, the operation area in the previous control cycle is compared with the operation area in the current control cycle. Here, the size comparison of the operation areas is performed using the operation area numbers (1) to (4). If the number of the current operation area is equal to or greater than the number of the previous operation area, it is determined as yes and the process proceeds to step S18. If the current operation area number is smaller than the previous operation area number, it is determined as no and the process proceeds to step S19. That is, in the forward path, as shown in FIG. 4, the number of the operation area should be followed in the order of (1) → (2) → (3) → (4). Therefore, when the number of the operation area is decreased in spite of being determined as the forward path in step S13, it can be determined that at least one of the speed reduction mechanism sensors 40a and 40b has failed.

  In step S19, it is assumed that a sensor abnormality flag is set and at least one of the deceleration mechanism sensors 40a and 40b is in failure. Then, it progresses to step S20, fail safe control is performed by the fail safe control part 53b, and failure determination processing is complete | finished in subsequent step S21.

  In step S18, the number of the operation area in the previous control cycle is compared with the number of the operation area in the current control cycle, and it is determined whether or not the difference is 2 or more. When the difference in the number of the operation area is 1, it is determined as no and the process proceeds to step S22. In step S22, the operation area number is (1) → (2) → (3) → (4). It is assumed that each of the deceleration mechanism sensors 40a and 40b is normal (sensor normal) assuming that the tracking is in order. Then, it returns to step S2 (refer FIG. 6), and performs the failure determination of each deceleration mechanism sensor 40a, 40b again.

  On the other hand, when the difference of the numbers of the operation areas is 2 or more, it is determined as yes, and the process proceeds to step S19. That is, when the number of the operation area changes as (1) → (3), (1) → (4), (2) → (4), the number of the operation area does not follow in order. In step S19, it is assumed that at least one of the deceleration mechanism sensors 40a and 40b has a failure (sensor abnormality).

  In step S17, the size of the operation area number in the previous control cycle is compared with the size of the operation area number in the current control cycle. If the current operating area number is the same as or smaller than the previous operating area number, it is determined as yes and the process proceeds to step S23. If the current operation area number is larger than the previous operation area number, it is determined as no and the process proceeds to step S24. That is, on the return path, the number of the operation area should follow the order of (4) → (3) → (2) → (1) as shown in FIG. Therefore, when the number of the operation area is increased although it is determined that the return path is determined in step S13, it can be determined that at least one of the deceleration mechanism sensors 40a and 40b is out of order.

  In step S24, it is assumed that a sensor abnormality flag is set and at least one of the deceleration mechanism sensors 40a and 40b is in failure. Thereafter, the process proceeds to step S25, where fail-safe control is executed by the fail-safe control unit 53b, and the failure determination process ends in the subsequent step S26.

  In step S23, the number of the operation area in the previous control cycle is compared with the number of the operation area in the current control cycle, and it is determined whether or not the difference is 2 or more. When the difference in the number of the operation area is 1, it is determined as no and the process proceeds to step S27. In step S27, the operation area number is (4) → (3) → (2) → (1). It is assumed that each of the deceleration mechanism sensors 40a and 40b is normal (sensor normal) assuming that the tracking is in order. Then, it returns to step S2 and performs failure determination of each deceleration mechanism sensor 40a, 40b again.

  On the other hand, when the difference in the number of the operation area is 2 or more, it is determined as yes, and the process proceeds to step S24. That is, when the number of the operation area changes as (4) → (2), (4) → (1), (3) → (1), the number of the operation area does not follow in order. In step S24, it is assumed that at least one of the deceleration mechanism sensors 40a and 40b has a failure (sensor abnormality).

  In addition, in order to inform the driver and the like that the operation has been switched to the fail-safe control in step S14, step S20, and step S25, a warning light in an instrument panel (not shown) and the like are started together with the start of the fail-safe control of the fail-safe control unit 53b May be turned on or an alarm buzzer may be sounded.

  Next, failure patterns of the speed reduction mechanism sensors 40a and 40b that can be detected by the wiper control device 12 will be described in detail with reference to the drawings.

[C phase low fixed / D phase normal]
As shown in FIG. 8A, when the wiper control device 12 is moved forward from the state where each wiper blade 17 is in the storage position PP, the rising point P1 does not appear, and the operating area of the C phase Low / D phase High (1) is continued. Thereafter, the falling point P2 of the second deceleration mechanism sensor 40b appears and becomes the operation area (4) of the C phase Low / D phase Low. Accordingly, in step S18 of FIG. 7, the difference between the previous operation area number (1) and the current operation area number (4) is “3”, and it is possible to determine the failure of the first deceleration mechanism sensor 40a. Even when the wiper control device 12 is in the reverse operation, since the operation area (1) appears from the operation area (4) (P4 does not appear / P5 appears), the failure is determined in the same manner as described above.

[Phase C High Fixed / Phase D Normal]
As shown in FIG. 8B, when the wiper control device 12 is moved forward from the state where each wiper blade 17 is in the retracted position PP, the operation area (2) of the C-phase High / D-phase High appears. Thereafter, the falling point P2 of the second deceleration mechanism sensor 40b appears and becomes the operation area (3) of the C phase High / D phase Low. In this case, since the difference in the numbers of the operation areas is “1”, the operation areas follow in order. However, in step S9 of FIG. 6, it is detected (yes determination) that the holding time of the operation area (2) and the operation area (3) is long, and thereby it is possible to determine the failure of the first reduction mechanism sensor 40a. Even when the wiper control device 12 is in the backward operation, a failure determination is made in the same manner as described above in step S9 in FIG.

[Normal C phase / Fixed D phase low]
As shown in FIG. 8C, when the wiper control device 12 is moved forward from the state where each wiper blade 17 is in the storage position PP, an operation area (4) of the C phase Low / D phase Low appears. Thereafter, the rising point P1 of the first deceleration mechanism sensor 40a appears and becomes the operation area (3) of the C phase High / D phase Low. Thereby, it is determined as no in step S16 of FIG. 7, that is, it is possible to determine the failure of the second deceleration mechanism sensor 40b on the assumption that the number of the operation area is decreased despite the forward path. During the backward operation of the wiper control device 12, the holding time of the operation area (3) becomes longer as the rising point P5 of the second deceleration mechanism sensor 40b does not appear. This is detected (yes determination) in step S9 of FIG. 6, and as a result, the failure of the second reduction mechanism sensor 40b can be determined.

[Normal C phase / Fixed D phase high]
As shown in FIG. 8D, when the wiper control device 12 is moved forward from the state where each wiper blade 17 is in the storage position PP, the operation area (1) of the C phase Low / D phase High appears. Thereafter, the rising point P1 of the first deceleration mechanism sensor 40a appears and becomes the C-phase High / D-phase High operating area (2). Thereafter, the falling point P2 of the second deceleration mechanism sensor 40b does not appear and the operation area (2) is continued. As a result, the holding time of the operating area (2) becomes longer, and this is detected (yes determination) in step S9 in FIG. 6, and as a result, the failure of the second deceleration mechanism sensor 40b can be determined. During the backward operation of the wiper control device 12, the rising point P4 of the first deceleration mechanism sensor 40a appears and changes from the operation area (1) to the operation area (2). Thereby, it is determined as no in step S17 of FIG. 7, that is, it is possible to determine the failure of the second deceleration mechanism sensor 40b on the assumption that the number of the operation area has increased despite the return path.

[C phase low fixed / D phase low fixed]
As shown in FIG. 9A, when the wiper control device 12 is moved forward from the state where each wiper blade 17 is in the storage position PP, the operation area (4) of the C phase Low / D phase Low appears. Thereafter, the operating area (4) is continued without the rising point P1 of the first deceleration mechanism sensor 40a appearing. As a result, the holding time of the operation area (4) becomes longer, and this is detected (yes determination) in step S9 in FIG. 6, and as a result, the failure of the first deceleration mechanism sensor 40a can be determined. During the reverse operation of the wiper control device 12, the operating area (4) is continued without the rising point P5 of the second deceleration mechanism sensor 40b appearing, and this is detected in step S9 in FIG. 6 (yes determination). As a result, the failure of the second reduction mechanism sensor 40b can be determined.

[C phase high fixed / D phase low fixed]
As shown in FIG. 9B, when the wiper control device 12 is moved forward from the state where each wiper blade 17 is in the storage position PP, the operation area (3) of the C phase High / D phase Low appears. Thereafter, the operating area (3) is continued without the falling point P3 of the first deceleration mechanism sensor 40a appearing. As a result, the holding time of the operating area (3) becomes longer, and this is detected (yes determination) in step S9 in FIG. 6, so that the failure of the first deceleration mechanism sensor 40a can be determined. During the backward operation of the wiper control device 12, the operating area (3) is continued without the rising point P5 of the second deceleration mechanism sensor 40b appearing, and this is detected in step S9 in FIG. 6 (yes determination). As a result, the failure of the second reduction mechanism sensor 40b can be determined.

[C phase low fixed / D phase high fixed]
As shown in FIG. 9C, when the wiper control device 12 is moved forward from the state where each wiper blade 17 is in the storage position PP, the operation area (1) of the C phase Low / D phase High appears. Thereafter, the rising point P1 of the first deceleration mechanism sensor 40a and the falling point P2 of the second deceleration mechanism sensor 40b do not appear, and the operation area (1) is continued. Thereby, the holding time of the operation area (1) becomes longer, and this is detected (yes determination) in step S9 in FIG. 6, and as a result, it is possible to determine the failure of each deceleration mechanism sensor 40a, 40b.

[C phase high fixation / D phase high fixation]
As shown in FIG. 9D, when the wiper control device 12 is moved forward from the state where each wiper blade 17 is in the retracted position PP, an operation area (2) of C-phase High / D-phase High appears. Thereafter, the falling point P2 of the second deceleration mechanism sensor 40b and the falling point P3 of the first deceleration mechanism sensor 40a do not appear, and the operation area (2) is continued. As a result, the holding time of the operating area (2) is lengthened, and this is detected (yes determination) in step S9 in FIG. 6, so that it is possible to determine the failure of each deceleration mechanism sensor 40a, 40b.

  As described above in detail, the wiper control device 12 according to the first embodiment includes the first reduction mechanism sensor 40a and the second reduction mechanism sensor 40b, and the failure determination unit 53a is stored in the data storage unit 54. Comparing the combination of the pulse signals (C phase and D phase) of the respective deceleration mechanism sensors 40a and 40b with the combination of the actual pulse signals (C phase and D phase) generated by each of the deceleration mechanism sensors 40a and 40b, When the comparison results are different, it is determined that at least one of the deceleration mechanism sensors 40a and 40b is in failure. The fail safe control unit 53b performs fail safe control of the motor unit 20 when the determination result of the failure determination unit 53a is failure determination.

  Thereby, when each deceleration mechanism sensor 40a, 40b is normal, the position detection of each wiper blade 17 with respect to the windshield 11 can be performed by each deceleration mechanism sensor 40a, 40b. Therefore, it is possible to improve the accuracy of position detection as compared with the case where the position of each wiper blade is detected by one conventional sensor. Even if any one of the speed reduction mechanism sensors 40a and 40b fails and the position detection function is lowered, each wiper blade is detected by the other speed reduction mechanism sensor 40a or 40b that has not failed as fail-safe control. 17 can be continuously swung.

  In addition, according to the wiper control device 12 according to the first embodiment, the armature shaft 25 is provided with the multipolar magnetized magnet 29 magnetized in a plurality of poles along the rotation direction thereof, Respective rotation axis sensors 39a and 39b that generate pulse signals (A phase and B phase) by switching of the magnetic poles accompanying the rotation of the multipolar magnetized magnet 29 are provided so as to face each other. The pulse signal holding time (pulse count number) obtained from the pulse signals from 39a and 39b is stored.

  Thereby, the combination of the pulse signals (C phase, D phase) of the respective deceleration mechanism sensors 40a, 40b stored in the data storage unit 54 and the actual pulse signals (C phase, D) generated by the respective deceleration mechanism sensors 40a, 40b. In the case where the retention time of the pulse signal (C phase, D phase) is prolonged even though the comparison result with the combination of the phase) is correct, at least one of the deceleration mechanism sensors 40a, 40b has failed. Can be determined. Therefore, the failure determination accuracy of each deceleration mechanism sensor 40a, 40b by the failure determination unit 53a can be improved.

  Next, a second embodiment of the present invention will be described in detail with reference to the drawings. In addition, about the part which has the same function as 1st Embodiment mentioned above, the same symbol is attached | subjected and the detailed description is abbreviate | omitted.

  FIG. 10 is a table summarizing the failure determination state of the wiper control device according to the second embodiment, and FIG. 11 is a flowchart (upstream side) showing the operation content of the wiper control device according to the second embodiment. Reference numeral 12 denotes a flowchart (downstream side) showing the operation content of the wiper control device according to the second embodiment.

  The wiper control device according to the second embodiment differs in the stored data stored in the data storage unit 54 (see FIG. 5) compared to the first embodiment. Other components and the like of the wiper control device are the same as those in the first embodiment (see FIGS. 1 to 5).

  The data storage unit 54 of the wiper control device according to the second embodiment stores high / low information when the deceleration mechanism sensors 40a and 40b are normal. Specifically, the data storage unit 54 stores the contents shown in FIG. 4, that is, the high / low information of the C phase and the D phase corresponding to the storage position PP, the lower inversion position LRP, and the upper inversion position URP of each wiper blade 17. (Location information) is stored.

  The position information stored in the data storage unit 54 is sent to the failure determination unit 53a, and the failure determination unit 53a receives actual pulse signals (C-phase and D-phase High) from the deceleration mechanism sensors 40a and 40b. / Low state) is input. The failure determination unit 53a performs failure determination of at least one of the deceleration mechanism sensors 40a and 40b at the timing shown in FIG.

  That is, as shown in FIG. 10, the failure determination unit 53a, for example, the second deceleration mechanism sensor when the first deceleration mechanism sensor 40a (C phase) is switched from Low to High during the forward operation of each wiper blade 17. The state of 40b (D phase) is monitored. That is, the High / Low state of the D phase when the C phase changes from Low (0) to High (1) (0 → 1) is monitored, and if the D phase is High (1) (see FIG. 4). In order to match the position information in the data storage unit 54, it is determined that each deceleration mechanism sensor 40a, 40b is normal (failure determination ○). On the other hand, if the D phase is Low (0) (see FIG. 4), the second deceleration mechanism sensor 40b is determined to be in failure (D phase failure) because it does not match the position information in the data storage unit 54.

  As described above, when one of the deceleration mechanism sensors 40a and 40b is switched (changed), the failure determination unit 53a according to the second embodiment changes in the state of the other. It is to monitor whether there is. Hereinafter, the operation content of the wiper control device according to the second embodiment will be described in detail with reference to the drawings.

  As shown in FIG. 11, in step S30, the controller 50 is turned on by turning on an ignition switch or the like, thereby starting failure determination processing for each of the deceleration mechanism sensors 40a and 40b. In step S31, it is determined whether or not the wiper control device is operating by turning on the wiper switch 51. If it is determined to be no, the process returns to step S31, and if it is determined to be yes, the process proceeds to step S32. .

  In step S32, it is determined based on the A-phase and B-phase pulse signals whether the motor unit 20 is operating in the forward direction. If the motor unit 20 is operating in the forward direction (yes), the process proceeds to step S33, and if not (no), the process proceeds to step S41 (see FIG. 12).

  In step S33, it is determined whether the C phase is switched from Low to High and the D phase at that time is Low. If it is determined yes in step S33, the process proceeds to step S34. If it is determined no, the process proceeds to step S35. In step S34, as shown in FIGS. 4 and 10, it is assumed that a sensor abnormality flag is set as a D-phase failure and the second reduction mechanism sensor 40b has failed. Thereafter, the process proceeds to step S36, where fail-safe control is executed by the fail-safe control unit 53b, and the failure determination process ends in the subsequent step S37.

  In step S35, it is determined whether or not the C phase is switched from High to Low and the D phase at that time is High. If it is determined yes in step S35, the process proceeds to step S34. If it is determined no, the process proceeds to step S38. In this case, in step S34, as shown in FIGS. 4 and 10, it is assumed that a sensor abnormality flag is set as a D-phase failure and the second deceleration mechanism sensor 40b has failed.

  In step S38, it is determined whether or not the D phase is switched from High to Low and the C phase at that time is Low. If it is determined yes in step S38, the process proceeds to step S34. If it is determined no, the process proceeds to step S39. In this case, in step S34, as shown in FIGS. 4 and 10, it is assumed that a sensor abnormality flag is set as a C phase failure and the first deceleration mechanism sensor 40a has failed.

  In step S39, it is determined whether or not the D phase has been switched from Low to High. If it is determined yes in step S39, the process proceeds to step S34, and if it is determined no, the process proceeds to step S40. In this case, in step S34, as shown in FIG. 4, since the D phase does not switch from Low to High during the forward operation (shift to the right side in the figure), a sensor abnormality flag is set as a D phase failure. Thus, it is assumed that the second reduction mechanism sensor 40b has failed.

  In step S40, assuming that the actual pulse signals from the speed reduction mechanism sensors 40a and 40b match the position information stored in the data storage unit 54, the speed reduction mechanism sensors 40a and 40b are all normal. . Thereafter, the process proceeds to step S41 shown in FIG. 12, and a failure determination process during the return path operation is performed.

  In step S41, based on the A-phase and B-phase pulse signals, it is determined whether or not the motor unit 20 is operating in the return path. If the motor unit 20 is operating in the return path (yes), the process proceeds to step S42, and if not (no), the process returns to step S31 (see FIG. 11).

  In step S42, it is determined whether or not the C phase is switched from Low to High and the D phase at that time is High. If it is determined yes in step S42, the process proceeds to step S43. If it is determined no, the process proceeds to step S44. In step S43, as shown in FIGS. 4 and 10, it is assumed that a sensor abnormality flag is set as a D-phase failure and the second deceleration mechanism sensor 40b has failed. Thereafter, the process proceeds to step S45, where fail-safe control is executed by the fail-safe control unit 53b, and the failure determination process ends in the subsequent step S46.

  In step S44, it is determined whether the C phase is switched from High to Low and the D phase at that time is Low. When it determines with yes at step S44, it progresses to step S43, and when it determines with no, it progresses to step S47. In this case, in step S43, as shown in FIGS. 4 and 10, it is assumed that a sensor abnormality flag is set as a D-phase failure and the second deceleration mechanism sensor 40b has failed.

  In step S47, it is determined whether the D phase is switched from Low to High and the C phase at that time is Low. If it is determined yes in step S47, the process proceeds to step S43. If it is determined no, the process proceeds to step S48. In this case, in step S43, as shown in FIGS. 4 and 10, it is assumed that a sensor abnormality flag is set as a C-phase failure and the first deceleration mechanism sensor 40a has failed.

  In step S48, it is determined whether or not the D phase has been switched from High to Low. If it is determined yes in step S48, the process proceeds to step S43, and if it is determined no, the process proceeds to step S49. In this case, in step S43, as shown in FIG. 4, since the D phase does not switch from High to Low during the return path operation (shift to the left side in the figure), a sensor abnormality flag is set as a D phase failure. Thus, it is assumed that the second reduction mechanism sensor 40b has failed.

  In step S49, it is assumed that the actual pulse signals from the deceleration mechanism sensors 40a and 40b match the position information stored in the data storage unit 54, and the deceleration mechanism sensors 40a and 40b are both normal. . Then, it returns to step S31 shown in FIG. 11, and performs a failure determination process again.

  As described in detail above, the wiper control device according to the second embodiment also includes the first reduction mechanism sensor 40a and the second reduction mechanism sensor 40b as in the first embodiment, and the failure determination unit 53a The combination of the pulse signals (C phase and D phase) of the deceleration mechanism sensors 40a and 40b stored in the data storage unit 54 and the actual pulse signals (C phase and D phase) generated by the deceleration mechanism sensors 40a and 40b. When the comparison results are different, it is determined that at least one of the deceleration mechanism sensors 40a and 40b is in failure. The fail safe control unit 53b performs fail safe control of the motor unit 20 when the determination result of the failure determination unit 53a is failure determination.

  Therefore, when each of the speed reduction mechanism sensors 40a and 40b is normal, the position of each wiper blade 17 relative to the windshield 11 can be detected by the speed reduction mechanism sensors 40a and 40b. Therefore, as compared with the case where the position of each wiper blade is detected by one conventional sensor, the position is detected by the combination of each rotation shaft sensor 39a, 39b and each speed reduction mechanism sensor 40a, 40b. The accuracy of position detection can be improved. Even if any one of the speed reduction mechanism sensors 40a and 40b fails and the position detection function is lowered, each wiper blade is detected by the other speed reduction mechanism sensor 40a or 40b that has not failed as fail-safe control. 17 can be continuously swung.

  It goes without saying that the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the scope of the invention. For example, in each of the above embodiments, the wiper control device is applied to a wiper device that wipes the windshield 11 of the vehicle 10, but the present invention is not limited to this, and the wiper that wipes the rear glass of the vehicle is used. It can also be applied to a device.

10 Vehicle 11 Windshield (wiping surface)
12 Wiper Control Device 13 Wiper Motor 14 Pivot Shaft 15 Wiper Arm (Wiper Member)
16 Link mechanism 17 Wiper blade (wiper member)
18 Wiping range 20 Motor section (motor)
21 Yoke 22 Permanent magnet 23 Armature 24 Coil 25 Armature shaft (rotating shaft)
26 Radial bearing 27 Worm (deceleration mechanism)
28 Commutator 28a Commutator piece 29 Multi-pole magnetized magnet (rotating shaft magnet)
30 Gear part 31 Case 32 Brush holder 33 Brush 34 Spring 35 Worm wheel (deceleration mechanism)
35a Tooth part 36 Output shaft 37 Ring magnet (deceleration mechanism magnet)
38 Circuit board 39a First rotation axis sensor (rotation axis sensor)
39b Second rotation axis sensor (rotation axis sensor)
40a 1st deceleration mechanism sensor 40b 2nd deceleration mechanism sensor 50 Controller 51 Wiper switch 52 Power supply 53 Calculation part 53a Failure determination part (failure determination means)
53b Fail-safe control unit (fail-safe control means)
54 Data storage unit (position information storage means)
PP Storage position LRP Lower reverse position URP Upper reverse position S Installation space

Claims (2)

A wiper control device that swings and drives the wiper member to wipe the wiping surface,
A motor having a rotating shaft;
A speed reduction mechanism for decelerating the rotation of the rotary shaft;
A speed reduction mechanism magnet provided integrally with the speed reduction mechanism, and magnetized in a plurality of poles along a rotation direction of the speed reduction mechanism;
A first speed reduction mechanism sensor provided opposite to the speed reduction mechanism magnet and generating a pulse signal by switching of magnetic poles accompanying rotation of the speed reduction mechanism magnet;
Opposing to the speed reduction mechanism magnet, provided with a predetermined interval in the rotation direction of the speed reduction mechanism magnet with respect to the first speed reduction mechanism sensor, and generating a pulse signal by switching of magnetic poles accompanying rotation of the speed reduction mechanism magnet A second deceleration mechanism sensor;
Position information storage means for storing a combination of pulse signals generated by each deceleration mechanism sensor in correspondence with the wiping position of the wiper member;
The combination of the pulse signals of the deceleration mechanism sensors stored in the position information storage means and the combination of the actual pulse signals generated by the deceleration mechanism sensors are compared. Failure determination means for determining that at least one of the failures is a failure,
A wiper control device comprising: failsafe control means for performing failsafe control on the motor when any one of the deceleration mechanism sensors is determined to be a failure by the failure determination means.   The wiper control device according to claim 1, wherein a rotation shaft magnet magnetized in a plurality of poles along the rotation direction is provided on the rotation shaft, and the rotation shaft magnet is rotated so as to face the rotation shaft magnet. A wiper control device comprising: a rotation axis sensor that generates a pulse signal by switching of magnetic poles; and the position information storage means stores a pulse signal holding time obtained from the pulse signal from the rotation axis sensor.

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