JP6013271B2 - Control device for vehicle door opening and closing device and vehicle door opening and closing device - Google Patents

Description

  The present invention relates to a control device for a vehicle door opening / closing device and a vehicle door opening / closing device including a mechanical clutch that enables selection between manual opening and closing and automatic opening and closing by a motor.

  As a vehicle door opening / closing device, for example, a power sliding door (PSD) device that opens and closes a sliding door is known. The power slide door device automatically opens and closes the slide door by driving a motor, but it is necessary to open and close the slide door manually, so that a device equipped with a clutch has been proposed.

  For example, in the case of using an electromagnetic clutch as disclosed in Patent Document 1 as the previous clutch, power is consumed to drive the electromagnetic clutch, and a drive circuit, a power supply wiring, and the like are required to drive the electromagnetic clutch. . In that sense, mechanical clutches are preferred over electromagnetic clutches.

  As an example of the mechanical clutch, for example, a configuration using centrifugal force as in Patent Document 2 has been proposed. This mechanical clutch is provided between a rotating shaft of a motor and an output shaft that rotates by the rotating force of the rotating shaft to open and close the sliding door. And when driving the motor to automatically open and close the sliding door, the roller member of the mechanical clutch moves outward by the centrifugal force due to the rotation of the rotating shaft, and the rotating shaft and the output shaft are connected to rotate. The rotational force of the shaft is transmitted to the output shaft, and the sliding door is automatically opened and closed by driving the motor.

  When manually opening and closing the sliding door, since the motor is not driven, centrifugal force due to rotation of the rotating shaft does not occur, so the roller member of the mechanical clutch does not move outward and the rotating shaft and output shaft are connected. Make it disconnected. That is, since the rotating shaft of the motor, which is a load when viewed from the door side on the drive transmission path, is separated from the output shaft, the sliding door can be manually opened and closed.

JP 2002-327576 A JP 2008-133951 A

  By the way, if the drive of the motor is stopped when it is necessary to stop the operation of the door during the automatic opening / closing operation of the slide door, the operation state of the mechanical clutch described above is as follows. Will be in the same state. Therefore, the door can operate unexpectedly in situations where an external force is applied in the door operating direction, such as when the weight of the sliding door is applied in the operating direction of the sliding door due to the vehicle stopping on the slope, so that the door does not operate unexpectedly. Consideration is necessary.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a vehicular door opening / closing device that can more reliably prevent unexpected operation of a door even when a mechanical clutch is used. A control device and a vehicle door opening and closing device are provided.

  A control device for a vehicle door opening and closing device that solves the above problems connects a drive shaft and a driven shaft based on a driving force of a motor, and transmits the driving force of the motor from the driving shaft to the driven shaft side. In the vehicle door opening and closing device having a mechanical clutch that reduces the operating load during manual opening and closing of the door by disconnecting the driven shaft from the driving shaft when driving of the motor is stopped while automatically opening and closing the door, The clutch includes a first operating region in which the drive shaft and the driven shaft are connected when a driving force of the motor equivalent to the load on the door side is generated, and the equivalent of the load to the load. A control device for a vehicle door opening / closing device using a structure having a second operating region in which a connection state between the driving shaft and the driven shaft cannot be maintained by a driving force of a motor, the automatic opening / closing of the door Operation When the stop command is issued, the door is stopped by connecting the clutch by generating a driving force of the motor that balances the load load in a situation where the clutch is in the first operating region in relation to the load load. In the situation where the clutch is in the second operating region in relation to the first door stop control and the load load, the drive shaft and the driven shaft are connected with the drive force of the motor. Second door stop control is performed in which the door is apparently stopped by repeating a reverse drive to perform a minute opening / closing operation of the door.

  According to this configuration, when the door is stopped by a stop command during the automatic opening / closing operation of the door, the drive shaft and the driven shaft are connected when the clutch generates a driving force of the motor equivalent to the load load on the door side. In the situation of the first operating region that becomes the state, the driving force of the motor that balances the load is generated, and the door is stopped through the engagement of the clutch (first door stop control). In a situation where the clutch is in the second operation region where the connection state between the drive shaft and the driven shaft cannot be maintained with the driving force of the motor equivalent to the load load, the connection between the drive shaft and the driven shaft is performed with the driving force of the motor. The reverse rotation of the motor is repeatedly performed while performing a minute opening / closing operation of the door, and the door is apparently stopped (second door stop control). That is, the door is stopped (held) more reliably by switching the control in accordance with each operation region of the clutch (relationship with the load).

  In the control apparatus for a vehicle door opening / closing device described above, when a stop command is generated during the automatic opening / closing operation of the door, the first door stop control is attempted first, and the door cannot be stopped by the first door stop control. It is preferable to implement the second door stop control.

  According to this configuration, the coupled state of the clutch is maintained by the balance between the load load and the driving force of the motor, rather than the second door stop control in which the clutch is coupled by the driving force of the motor every time the motor is driven in reverse rotation. Since the first door stop control has a smaller load on the clutch, when the door is stopped by the stop command during the automatic door opening / closing operation, the door stop control by the first door stop control is first performed. Thus, the burden on the clutch can be reduced as much as possible.

  In the control device for a vehicle door opening / closing device described above, when a stop command is generated during the automatic opening / closing operation of the door, it is determined whether the clutch is in the first operation region or the second operation region. When it is determined based on a load and it is determined that the clutch is in the second operating region, it is preferable that the second door stop control is performed without performing the first door stop control.

  According to this configuration, the time until it is determined that the clutch is in the second operation region (that is, the door cannot be stopped by the first door stop control) can be shortened. The time from the stop command to the door stop (apparent stop) by the second door stop control can be shortened.

  In the control device for a vehicle door opening / closing device described above, when a stop command is generated during the automatic opening / closing operation of the door, it is determined based on the load load whether or not the first and second door stop control is necessary. When it is determined that the first and second door stop controls need not be performed, it is preferable that the motor be in a drive stop state without performing the first and second door stop controls.

According to this configuration, it is possible to prevent unnecessary operation of the door by performing the first and second door stop control when the vehicle stops on a flat ground.
A vehicle door opening and closing device that solves the above problems connects a drive shaft and a driven shaft on the basis of a driving force of a motor, and transmits the driving force of the motor from the driving shaft to the driven shaft side to automatically move the vehicle door. In the vehicle door opening and closing device having a mechanical clutch that reduces the operation load during manual opening and closing of the door by disconnecting the driven shaft from the driving shaft when driving of the motor is stopped. A first operating region in which the drive shaft and the driven shaft are connected when a driving force of the motor equivalent to the load on the door side is generated, and driving of the motor equivalent to the load The vehicle door opening / closing device uses a force having a second operation region in which the connection state between the drive shaft and the driven shaft cannot be maintained by force, and a stop command is issued during the automatic opening / closing operation of the door. Arise In a situation where the clutch is in the first operating region in relation to the load load, a first door stop that stops the door through the coupling of the clutch by generating a driving force of the motor that balances the load load. In a situation where the clutch is in the second operation region due to the relationship between the control and the load load, the reverse rotation of the motor is repeated by connecting the drive shaft and the driven shaft with the driving force of the motor. A control device is provided that performs a second door stop control that performs a minute opening / closing operation of the door to make an apparent stop of the door.

  According to this configuration, the door is stopped (held) by switching the control in accordance with each operation region (relationship with the load) of the clutch, similarly to the operation and effect of the control device for the vehicle door opening and closing device described above. Can be provided as a vehicle door opening and closing device capable of more reliably performing.

  The vehicle door opening and closing device includes a load load measuring unit that measures the load load, and when the control device generates a stop command during the automatic opening and closing operation of the door, the clutch is connected to the first operation region. The state of the second operating region is determined based on the measurement result of the load load measuring unit, and when it is determined that the clutch is in the second operating region, the first door stop control is performed. It is preferable to implement the second door stop control without implementing it.

  According to this configuration, the time until it is determined that the clutch is in the second operation region (that is, the door cannot be stopped by the first door stop control) can be shortened. The time from the stop command to the door stop (apparent stop) by the second door stop control can be shortened.

  The vehicle door opening / closing device includes a load load measuring unit that measures the load load, and the control device controls the first and second door stop when a stop command is generated during the automatic opening / closing operation of the door. Is determined based on the measurement result of the load load measuring unit, and if it is determined that the first and second door stop control is not required, the first and second doors stop. It is preferable that the motor is stopped without performing control.

  According to this configuration, it is possible to prevent unnecessary operation of the door by performing the first and second door stop control when the vehicle stops on a flat ground.

  According to the control device for a vehicle door opening / closing device and the vehicle door opening / closing device of the present invention, even if a mechanical clutch is used, an unexpected operation of the door can be prevented more reliably.

Sectional drawing of the motor with a clutch in one Embodiment. The schematic block diagram of a sliding door opening / closing apparatus. An axial sectional view of a clutch (CC sectional view in FIG. 6). The exploded perspective view of a clutch. The exploded perspective view of a clutch. Cross-sectional view in the direction perpendicular to the axis of the clutch (cross-sectional view taken along line AA in FIG. 3). Cross-sectional view in the direction perpendicular to the axis of the clutch (cross-sectional view taken along line BB in FIG. 3). Sectional drawing for demonstrating operation | movement of a clutch. Sectional drawing for demonstrating operation | movement of a clutch. Sectional drawing for demonstrating operation | movement of a clutch. (A) (b) is sectional drawing for demonstrating operation | movement of a clutch. (A) (b) is sectional drawing for demonstrating operation | movement of a clutch. (A) (b) is sectional drawing for demonstrating operation | movement of a clutch. (A) (b) is sectional drawing for demonstrating operation | movement of a clutch. The electrical block diagram of a sliding door opening / closing apparatus. The flowchart which shows the operation | movement at the time of abnormality detection of a sliding door opening / closing apparatus. The figure for demonstrating the state of the clutch at the time of abnormality detection. The figure for demonstrating operation | movement of the control mode 1. FIG. The figure for demonstrating operation | movement of the control mode 2. FIG. The flowchart which shows the operation | movement at the time of the abnormality detection of the sliding door opening / closing apparatus in another example. The flowchart which shows the operation | movement at the time of the abnormality detection of the sliding door opening / closing apparatus in another example.

Hereinafter, an embodiment of a control device for a vehicle door opening and closing device and a vehicle door opening and closing device will be described.
As shown in FIG. 2, the motor 11 of the present embodiment shown in FIG. 1 is used as a drive source for a slide door opening / closing device 1 mounted on an automobile. The slide door opening / closing device 1 is disposed in a slide door 3 that is slidable along the side surface of the vehicle body 2. The slide door 3 is supported by a connector 5 connected to a guide rail 4 provided on the vehicle body 2. The connector 5 moves along the guide rail 4 by winding and feeding out the wire cable 6 by driving the motor 11. The sliding door 3 opens and closes the entrance / exit 2a formed in the vehicle body 2 by the movement of the connector 5.

  As shown in FIG. 1, the motor 11 is a so-called geared motor including a motor body 12 and a speed reduction unit 13. The motor body 12 includes a yoke housing 14, a pair of magnets 15, an armature 16, a brush holder 17, and a pair of brushes 18.

  The yoke housing 14 has a bottomed cylindrical shape, and a pair of magnets 15 are fixed to the inner peripheral surface thereof. A bearing 19 is provided at the center of the bottom of the yoke housing 14, and the bearing 19 pivotally supports the base end portion of the rotating shaft 20 (drive shaft) of the armature 16 disposed inside the yoke housing 14. ing.

  A flange portion 14b extending outward in the radial direction is formed in the opening portion 14a of the yoke housing 14, and the flange portion 14b is connected and fixed to a gear housing 31 of the speed reduction portion 13 described later. In this fixing, the flange portion 14b is fixed to the gear housing 31 with the screw 21 in a state where the brush holder 17 is interposed between the flange portion 14b and the opening portion 31a of the gear housing 31.

  In the yoke housing 14, the brush holder 17 holds a bearing 22 that pivotally supports a portion on the tip side of the rotary shaft 20 and a pair of brushes 18 that are in sliding contact with a commutator 23 fixed to the rotary shaft 20. ing. Further, in the brush holder 17, a portion protruding outside the yoke housing 14 and the gear housing 31 is a connector portion 17 a to which a vehicle body side connector (not shown) extending from the vehicle body side is connected, and the connection of the connector portion 17 a. A plurality of terminals 24 are exposed in the recess 17b. These terminals 24 are inserted into the brush holder 17 and are electrically connected to a rotation sensor (a hall element 42 described later) provided in the motor 11, the brush 18, and the like. When the vehicle body side connector is connected to the connector portion 17a, the controller 100 and the motor 11 provided on the vehicle body side are electrically connected. As a result, power supply, output of sensor signals, and the like can be performed between the motor 11 and the controller 100.

The speed reduction unit 13 includes a gear housing 31, a speed reduction mechanism 34 including a worm shaft 32 (driven shaft) and a worm wheel 33, an output shaft 35, and a clutch 50.
The gear housing 31 includes an opening 31a facing the opening 14a of the yoke housing 14, and the brush holder 17 is interposed between the openings 14a and 31a. The gear housing 31 is formed with a clutch housing portion 31b that is recessed from the opening 31a of the gear housing 31 in the axial direction. Further, the gear housing 31 accommodates a worm wheel 33 that is connected to the substantially cylindrical shaft accommodating cylinder portion 31c and extends in the axial direction from the bottom of the clutch accommodating portion 31b and accommodates the worm shaft 32, and is connected to the shaft accommodating cylinder portion 31c. A substantially circular wheel housing portion 31d is formed.

  Bearings 36 and 37 are disposed at both ends in the axial direction of the shaft accommodating cylinder portion 31c. The distal end of the worm shaft 32 is pivotally supported by a bearing 37, and the driven side shaft coupling portion 56b of the clutch 50 pivotally supported by the bearing 36 and the proximal end portion of the worm shaft 32 are coupled. Thereby, it arrange | positions in the axis | shaft accommodating cylinder part 31c so that it may become coaxial with the said rotating shaft 20 (namely, the central axis line of the rotating shaft 20 and the worm shaft 32 may correspond). A worm portion 32 a having a screw tooth shape is formed at a substantially central portion in the axial direction of the worm shaft 32. A thrust receiving ball 38 and a thrust receiving plate 39 for receiving the thrust load of the worm shaft 32 are disposed at the end of the shaft accommodating cylinder portion 31c on the distal end side of the worm shaft 32.

  A ring-shaped sensor magnet 41 magnetized in the circumferential direction between the worm portion 32 a and the portion supported by the bearing 37 in the worm shaft 32 is mounted so as to rotate integrally with the worm shaft 32. Has been. A hall element 42 that detects a change in the magnetic field associated with the rotation of the sensor magnet 41 is disposed in a portion of the shaft housing cylinder portion 31 c that faces the outer peripheral surface of the sensor magnet 41. The hall element 42 is a signal for detecting rotation information such as the number of rotations and the rotation speed of the worm shaft 32, and a rotation detection signal that is a signal corresponding to a change in the magnetic field accompanying the rotation of the sensor magnet 41. Output to. The controller 100 detects the opening / closing position and the opening / closing speed of the slide door 3 based on the rotation detection signal.

  A disc-shaped worm wheel 33 that meshes with the worm portion 32a of the worm shaft 32 is rotatably accommodated in the wheel accommodating portion 31d. An output shaft 35 is fixed to the central portion of the worm wheel 33 in the radial direction so as to rotate integrally with the worm wheel 33. As shown in FIG. 2, a drive pulley (not shown) on which the wire cable 6 for opening and closing the slide door 3 is engaged is connected to the output shaft 35 so as to rotate integrally.

  As shown in FIG. 1, the clutch housing portion 31 b houses a mechanical clutch 50 that is disposed between the worm shaft 32 and the rotating shaft 20 and connects and disconnects the worm shaft 32 and the rotating shaft 20. Has been.

  As shown in FIGS. 4 and 5, the clutch 50 includes a driving side rotating body 51, two roller members 52, two return springs 53, a holding case 54, two guide members 55, and a driven side rotating body 56. Yes.

The drive-side rotator 51 includes a first drive plate 61, a second drive plate 62 disposed so as to overlap the first drive plate 61, and two connecting springs 63.
The first drive plate 61 has a substantially disc shape, and has a cylindrical drive-side shaft coupling portion 61 a that protrudes in the axial direction at the center in the radial direction. A shaft coupling recess 61b is formed in the radial central portion of the drive side shaft coupling portion 61a (that is, the radial central portion of the first drive plate 61). The shaft coupling recess 61b extends along the axial direction from the axial end surface on the second driving plate 62 side in the driving side shaft coupling portion 61a toward the axial end surface on the driven side rotating body 56 side in the first driving plate 61. The shape seen from the axial direction forms a two-sided width shape. As shown in FIG. 3, when the tip 20a of the rotating shaft 20 has a two-sided width shape corresponding to the shaft connecting recess 61b, the tip 20a of the rotating shaft 20 is inserted into the shaft connecting recess 61b. The first drive plate 61 is engaged with the distal end portion 20a of the rotation shaft 20 in the rotation direction, and can rotate integrally with the rotation shaft 20. In addition, the connected rotating shaft 20 and the first drive plate 61 are coaxial (the respective central axes coincide with each other). A ball housing hole 61c is formed at the bottom of the shaft coupling recess 61b. A spherical thrust receiving ball 71 that receives a thrust load between the rotary shaft 20 and the driven rotary body 56 is accommodated in the ball accommodation hole 61c.

  As shown in FIGS. 4 and 6, two control grooves 61 d are formed on the outer peripheral edge portion of the first drive plate 61. The two control grooves 61d are formed at two locations in the first drive plate 61 that are equiangularly spaced in the circumferential direction (180 ° intervals in the present embodiment). Each control groove 61d is recessed radially outward from the outer peripheral edge of the first drive plate 61, thereby opening radially outward. Each control groove 61d penetrates the first drive plate 61 in the axial direction and is open on both sides in the axial direction.

  The central portion in the circumferential direction of each control groove 61d is a non-engaging recess 61e that is deeply recessed in the radial direction. The inner peripheral surface of the non-engaging recess 61e is parallel to the axial direction and curved in an arc shape. By forming the non-engaging recess 61e, a pair of engaging recesses 61f that are shallower in the radial direction than the non-engaging recess 61e are formed on both sides of each control groove 61d in the circumferential direction of the non-engaging recess 61e. Is formed. The inner peripheral surface of each engaging recess 61f is a wedge surface 61g that is parallel to the axial direction and curved in an arc shape. The curvature of each wedge surface 61g is substantially equal to the curvature of the inner peripheral surface of the non-engaging recess 61e, and the center of curvature of each wedge surface 61g is the first drive than the center of curvature of the inner peripheral surface of the non-engaging recess 61e. Located on the radially outer side of the plate 61. Further, when viewed from the axial direction of the first drive plate 61, each control groove 61d is axisymmetric with a straight line (not shown) extending in the radial direction passing through the center in the circumferential direction of each control groove 61d as an axis of symmetry. .

  In addition, two pairs (four) of return convex portions 61 h are formed to project from the end surface of the first drive plate 61 in the axial direction on the second drive plate 62 side. The pair of return convex portions 61h are two locations that are equiangularly spaced in the circumferential direction (180 ° spacing in the present embodiment) in the first drive plate 61, and are between the control grooves 61d that are adjacent in the circumferential direction. Each is formed at a position. The pair of return convex portions 61h are formed at a distance in the circumferential direction of the first drive plate 61 and have a substantially rectangular parallelepiped shape protruding in the axial direction.

  As shown in FIGS. 3 and 5, the second drive plate 62 has a disk shape. The second drive plate 62 includes a disc-shaped guide portion 62a and a substantially disc-shaped accommodation portion 62b that protrudes from the guide portion 62a toward the first drive plate 61 along the axial direction. The guide part 62a and the accommodating part 62b are formed coaxially. Further, the outer diameter of the guide portion 62 a is formed larger than the outer diameter of the first drive plate 61, and the outer diameter of the housing portion 62 b is formed substantially equal to the outer diameter of the first drive plate 61. An insertion hole 62c penetrating in the axial direction is formed in the radial center of the second drive plate 62. The insertion hole 62c has a circular shape when viewed from the axial direction, and the inner diameter thereof is set to be approximately equal to the outer diameter of the drive side shaft coupling portion 61a.

  As shown in FIGS. 5 and 6, a pair of spring accommodating recesses 62d is formed on the outer peripheral side of the insertion hole 62c in the accommodating portion 62b. The two spring accommodating recesses 62d are formed by recessing the accommodating portion 62b in the axial direction from the axial end surface of the accommodating portion 62b on the first drive plate 61 side. The two spring accommodating recesses 62d have an arc shape surrounding the insertion hole 62c, and have a symmetrical shape with the insertion hole 62c interposed therebetween. The connecting springs 63 are accommodated in the spring accommodating recesses 62d, respectively. Each connection spring 63 is a compression coil spring.

  In addition, a pair of return recesses 62e are formed on both sides of each spring accommodating recess 62d in the circumferential direction. That is, two pairs of return recesses 62e are formed in the accommodating portion 62b. The return recesses 62e paired on both sides in the circumferential direction of each spring accommodating recess 62d are formed by recessing the accommodating portion 62b in the axial direction from the axial end surface of the accommodating portion 62b on the first drive plate 61 side. Yes. The radial width of each return recess 62e is narrower than the radial width of the spring accommodating recess 62d and is substantially equal to the radial width of the return convex portion 61h. The circumferential width of each return recess 62e is formed longer than the circumferential width of the return convex portion 61h. Further, the depth of each return recess 62e in the axial direction is substantially equal to the depth of the spring accommodating recess 62d in the axial direction, and is substantially equal to the length of the return protrusion 61h in the axial direction. Further, the internal space of the spring accommodating recess 62d and the internal space of the return recesses 62e on both sides in the circumferential direction are connected.

  In the accommodating part 62b, there are two places between the return recesses 62e adjacent to each other in the circumferential direction, and two places that are equiangularly spaced in the circumferential direction (180 ° interval in the present embodiment) in the accommodating part 62b. Guide recesses 62f are respectively formed. Each guide recess 62f is formed by recessing the accommodating portion 62b along the radial direction from the outer peripheral edge of the accommodating portion 62b. Each guide recess 62f opens outward in the radial direction and penetrates the accommodating portion 62b in the axial direction. In the present embodiment, each guide recess 62f has a U shape whose shape viewed from the axial direction opens radially outward. Further, the circumferential width of each guide recess 62f is formed substantially equal to the circumferential width of the non-engaging recess 61e.

  The guide portion 62a is formed with insertion engagement portions 62g at two locations adjacent to the two guide recess portions 62f in the axial direction. The two insertion engaging portions 62g are formed at equiangular intervals in the circumferential direction (180 ° intervals in the present embodiment). Each insertion engagement portion 62g penetrates the guide portion 62a in the axial direction and communicates with the guide recess portion 62f. Further, as shown in FIGS. 3 and 6, each insertion engagement portion 62g is radially outer than the guide recess 62f (accommodating portion 62b) from a position adjacent to the radially inner end of the guide recess 62f in the axial direction. It has a groove shape extending along the radial direction to a position that is radially outward from the outer peripheral edge. The circumferential width of each insertion engaging portion 62g is formed to be narrower than the circumferential width of the guide recess 62f. Note that a portion radially outward from the guide recess 62f in each insertion engagement portion 62g has a recess shape without penetrating the guide portion 62a in the axial direction.

  In the first drive plate 61 and the second drive plate 62 as described above, a pair of return convex portions 61h are inserted into a pair of return concave portions 62e, and the drive side shaft connecting portion 61a is inserted into the insertion hole 62c. Are overlapped in the axial direction so as to be inserted into the. In the drive-side rotator 51, the first drive plate 61 and the second drive plate 62 are arranged on the same axis (so that their center axes coincide with each other). Further, the coupling springs 63 are arranged between the pair of return convex portions 61 h, whereby the first drive plate 61 and the second drive plate 62 are coupled in the rotational direction via the coupling springs 63. . That is, the first drive plate 61 and the second drive plate 62 can be rotated relative to each other while resisting the urging force of the connection spring 63 with the center axis of each other as the center of rotation. The first drive plate 61 and the second drive plate 62 are held at a predetermined relative rotational position by the urging force of the connection spring 63. In the present embodiment, the connection spring 63 has a relative rotational position between the first drive plate 61 and the second drive plate 62, a circumferential position of the control groove 61d (non-engaging recess 61e), and a circumferential direction of the guide recess 62f. The first drive plate 61 (returning convex portion 61h) is urged so as to be held at a neutral position where the position matches. Therefore, as shown in FIG. 6, when the rotary shaft 20 is not driven, when the driving side rotary body 51 is viewed from the axial direction, the circumferential center of the two control grooves 61 d and the circumferential direction of the two guide recesses 62 f are displayed. The center matches.

  As shown in FIGS. 3, 5, and 6, each roller member 52 is formed integrally with a connecting portion 52a, a power transmission portion 52b formed integrally with the connecting portion 52a, and the connecting portion 52a. And a cam engaging portion 52c.

  The connecting portion 52a has an oval plate shape when viewed from the axial direction. The width of the connecting portion 52a in the short direction is formed to be substantially equal to the width in the circumferential direction of the guide recess 62f. Further, the longitudinal width of the connecting portion 52a is formed to be substantially equal to the radial length of the guide recess 62f. Then, both end surfaces of the connecting portion 52a in the longitudinal direction have an arc shape having the same curvature as the inner peripheral surface of the non-engaging recess 61e. Furthermore, the thickness of the connecting portion 52a is formed substantially equal to the axial width of the guide recess 62f (that is, the axial thickness of the accommodating portion 62b).

  The power transmission part 52b becomes one end part in the longitudinal direction of the connection part 52a (an end part on the radially outer side when assembled as the clutch 50) on one end surface in the thickness direction (axial direction) of the connection part 52a. It extends along the thickness direction (axial direction) of the connecting portion 52a from the portion. The power transmission portion 52b has a cylindrical shape, and the axial length thereof is formed substantially equal to the axial length of the control groove 61d. Further, the curvature of the cylindrical outer peripheral surface of the power transmission portion 52b is substantially equal to the curvature of the inner peripheral surface of the non-engaging recess 61e and the wedge surface 61g.

  The cam engaging portion 52c has the other end in the longitudinal direction of the connecting portion 52a (the end on the radially inner side when assembled as the clutch 50) on the other end surface in the thickness direction (axial direction) of the connecting portion 52a. It extends along the thickness direction (axial direction) of the connection part 52a from the part which becomes. The cam engagement portion 52c is formed in a columnar shape having a smaller diameter than the power transmission portion 52b, and the axial length thereof is longer than the axial thickness of the guide portion 62a. A flat biasing surface 52d is formed at the base end of the cam engagement portion 52c. The urging surface 52d is parallel to the axial direction and faces one end side in the longitudinal direction of the connecting portion 52a (that is, the end portion side in the longitudinal direction on the side where the power transmission portion 52b is formed in the connecting portion 52a). Yes.

  The two roller members 52 as described above are inserted into the two control grooves 61d of the first drive plate 61 with the power transmission portions 52b inserted into the two guide recesses 62f of the second drive plate 62, respectively. The connecting portion 52a is assembled to the drive side rotating body 51 so as to be inserted. Further, the two roller members 52 are arranged with respect to the drive side rotating body 51 so that the cam engagement portions 52c are inserted into the two insertion engagement portions 62g of the second drive plate 62, respectively. The connecting portion 52a inserted into the guide recess 62f has a longitudinal direction that coincides with the radial direction and a thickness direction that coincides with the axial direction. Further, in each roller member 52, the cam engagement portion 52c is located radially inward of the power transmission portion 52b, and the urging surface 52d faces the radially outer side. Each roller member 52 slides the outer peripheral surface of the coupling portion 52a on the inner peripheral surface of the guide recess 62f, and at the same time slides the outer peripheral surface of the cam engagement portion 52c on the inner peripheral surface of the insertion engaging portion 62g. It is possible to move in the radial direction with respect to the drive-side rotator 51. Therefore, the roller member 52 is guided to move in the radial direction by the guide recess 62f and the insertion engagement portion 62g, while the circumferential movement with respect to the second drive plate 62 is restricted by the guide recess 62f and the insertion engagement portion 62g. Is done. Further, the roller member 52 is engaged with the second drive plate 62 in the rotation direction by the coupling portion 52a being disposed in the guide recess 62f and the cam engagement portion 52c being inserted into the insertion engagement portion 62g. The second drive plate 62 and the second drive plate 62 can rotate together.

  Each insertion engagement portion 62g houses a return spring 53 at a position on the radially outer side of the cam engagement portion 52c. The return spring 53 of this embodiment is a compression coil spring. Each return spring 53 abuts against a biasing surface 52d formed on the cam engagement portion 52c, and biases the roller member 52 radially inward along the radial direction.

  As shown in FIGS. 3, 5 and 7, the holding case 54 includes a disc-shaped cover portion 54a, an insertion portion 54b formed integrally with the cover portion 54a, and the cover portion 54a and the insertion portion 54b. And a pair of guide holding portions 54c formed integrally.

  The cover portion 54 a has an outer diameter that is substantially equal to the outer diameter of the guide portion 62 a of the second drive plate 62. And the cylindrical insertion part 54b is formed in the center part of the radial direction of this cover part 54a. The insertion portion 54b extends along the axial direction from the axial end surface of the cover portion 54a on the second drive plate 62 side, and is formed coaxially with the cover portion 54a. And the outer diameter of the insertion part 54b is formed substantially equal to the outer diameter of the drive side shaft coupling part 61a. Further, the insertion hole 54d formed in the central portion in the radial direction of the insertion portion 54b penetrates the insertion portion 54b and the cover portion 54a in the axial direction, and the inner diameter of the insertion hole 54d is equal to the outer diameter of the rotating shaft 20. It is formed approximately equally. Then, the holding case 54 is inserted into the insertion hole 62c of the second drive plate 62 from the guide portion 62a side at the tip end portion of the insertion portion 54b, so that the center axis of the mutual rotation with respect to the drive side rotating body 51 is the center of rotation. It is assembled so that relative rotation is possible. Further, the holding case 54 is coaxial with the drive-side rotator 51 (the center axes of the holding cases 54 coincide with each other). The rotating shaft 20 is inserted into the shaft coupling recess 61 b of the first drive plate 61 through the insertion hole 54 d of the holding case 54.

  The pair of guide holding portions 54c are equiangularly spaced (180 ° intervals in this embodiment) in the circumferential direction on the outer peripheral surface of the insertion hole 54d on the axial end surface of the cover portion 54a on the second drive plate 62 side. After extending radially outward from each of these two locations along the radial direction, they extend to both sides in the circumferential direction along the outer peripheral edge of the cover portion 54a. Each guide holding portion 54c is substantially T-shaped when viewed from the axial direction. By forming the guide holding portion 54c as described above, the holding case 54 is formed with holding recesses 54e at two locations between the two guide holding portions 54c and on both sides in the diameter direction of the insertion portion 54b. ing. Each holding recess 54e opens to the radially outer side and one side in the axial direction (second drive plate 62 side).

  A pair of regulating convex portions 54g is formed in the opening portion 54f that opens to the outside in the radial direction of each holding concave portion 54e. In each holding recess 54e, a pair of restricting projections 54g protrude from each other so as to narrow the circumferential width (opening width) of the holding recess 54e. And the front-end | tip surface of the regulation convex part 54g which makes a pair is the guide surface 54h which makes mutually parallel in the circumferential direction. Each guide surface 54h is formed in parallel with the straight line (not shown) passing through the center of the holding case 54 and passing through the center of the holding recess 54e in the circumferential direction while being parallel to the axial direction.

  The guide members 55 are accommodated in the two holding recesses 54e, respectively. Each guide member 55 is a weight having a weight on which an inertial force acts. The thickness of each guide member 55 in the axial direction is substantially equal to the axial width of the holding recess 54e. The end surface on the radially inner side of each guide member 55 has a shape corresponding to the bottom surface 54k on the radially inner side of the holding recess 54e (that is, the surface constituted by the outer peripheral surface of the insertion portion 54b and the side surface of the guide holding portion 54c). I am doing. Further, locking projections 55a are formed to project from both end faces of each guide member 55 in the circumferential direction. Each locking projection 55a is formed at the end on the bottom surface 54k side of the holding recess 54e on both end surfaces in the circumferential direction of each guide member 55, and faces the regulation projection 54g. Further, both the circumferential end surfaces of each guide member 55 and the portions on the radially outer side (the opening 54 f side of the holding recess 54 e) than the locking projection 55 a are planar guided surfaces 55 b. Yes. The two guided surfaces 55b formed on each guide member 55 are parallel to the axial direction and parallel to each other. Further, in each guide member 55, the interval between the two guided surfaces 55b is formed substantially equal to the interval between the guide surfaces 54h forming a pair in each holding recess 54e. Further, the radially outer end surface 55c of each guide member 55 has an arc shape with the same curvature as the outer peripheral surface of the cover portion 54a.

  Such a guide member 55 is disposed between a pair of guide surfaces 54 h in the holding recess 54 e and is held by the holding case 54. Each guide member 55 is movable in the radial direction while bringing the guided surface 55b into sliding contact with the guide surface 54h. Accordingly, the guide member 55 is guided to move in the radial direction by the guide surface 54h, while the guide surface 54h restricts movement in the circumferential direction with respect to the holding case 54. Furthermore, the guide member 55 can rotate integrally with the holding case 54 around the central axis of the holding case 54. Each guide member 55 is disposed on the innermost radial direction within the movement range of the guide member 55 when the radially inner end face is in contact with the bottom surface 54k of the holding recess 54e. Each guide member 55 is movable outward in the radial direction until the locking projection 55a abuts on the regulation projection 54g. Each guide member 55 is arranged on the outermost radial direction within the movement range when the locking projection 55a is in contact with the regulation projection 54g. Each guide member 55 has the center of curvature of the radially outer end surface 55c coincides with the center of the holding case 54 when the locking projection 55a abuts on the regulation projection 54g.

  Each guide member 55 is formed with a cam groove 55d. As shown in FIG. 7, the cam groove 55 d has a groove shape extending substantially along the circumferential direction of the holding case 54 (or the second drive plate 62), and penetrates each guide member 55 in the axial direction. . Further, the cam groove 55d extends from the central portion in the circumferential direction (substantially the same as the longitudinal direction of the cam groove 55d) so as to go outward in the radial direction toward both ends in the circumferential direction. The width (width in the short direction) is formed to be substantially equal to the outer diameter of the cam engaging portion 52c of the roller member 52. In the cam groove 55d of each guide member 55, the center in the circumferential direction (longitudinal direction) is the first guide portion P1, and both end portions in the circumferential direction (longitudinal direction) are the second guide portions P2. . The first guide portion P1 is located at the center of the guide member 55 in the circumferential direction. In a state where each guide member 55 is accommodated in the holding recess 54e, the first guide portion P1 is located on the innermost radial direction in the cam groove 55d, while the second guide portion P2 is located on the outermost radial direction in the cam groove 55d. Located in.

  Further, when viewed from the axial direction, the cam groove 55d of the present embodiment is formed in line symmetry with a straight line (not shown) extending in the radial direction passing through the first guide portion P1 as an axis of symmetry. Each cam groove 55d has a gentle arc shape that slightly bulges outward in the radial direction from the first guide portion P1 to the second guide portion P2, and the entire cam groove 55d has a substantially V shape that expands radially outward. Yes. Furthermore, each cam groove 55d includes a pair of cam surfaces S that face in the radial direction (the short direction of the cam groove 55d). The cam surface S is an inner peripheral surface of the cam groove 55d and extends from the first guide portion P1 to the second guide portions P2 on both sides in the circumferential direction (longitudinal direction).

  As shown in FIGS. 3 and 7, the cam grooves 55d of the two guide members 55 respectively accommodated in the two holding recesses 54e are provided on the tip side portions of the cam engaging portions 52c of the two roller members 52, respectively. Has been inserted. By inserting the cam engagement portion 52c into the cam groove 55d, the roller member 52 is engaged with the cam groove 55d, and the movement along the longitudinal direction of the cam groove 55d with respect to the guide member 55 is guided. The movement of the cam groove 55d in the width direction is restricted. When the guide member 55 held by the holding case 54 and the drive-side rotator 51 are rotated relative to each other about the center axis of the drive-side rotator 51, the roller member 52 and the guide member 55 (cam groove 55d) are rotated. ) And relative rotation. Then, the roller member 52 is guided by the insertion engagement portion 62g according to the radial position of the guide member 55 by the cam mechanism including the cam groove 55d and the cam engagement portion 52c, and the drive-side rotator 51 in the radial direction. Is moved along. At this time, the roller member 52 is guided to move in the radial direction by the outer peripheral surface of the cam engaging portion 52c being in sliding contact with the cam surface S.

  As described above, the clutch 50 includes the cam groove 55d formed in the guide member 55 and the roller member 52 that engages with the cam groove 55d, and is associated with the relative rotation between the guide member 55 and the drive-side rotator 51. And a cam mechanism for guiding the movement of the roller member 52 in the radial direction by the cam groove 55d. As shown in FIGS. 6 and 7, the cam engagement is performed by the relative rotation between the drive side rotating body 51 and the guide member 55 in a state where the guide member 55 is disposed at the innermost radial direction within the radial movement range. When the portion 52c is disposed in the first guide portion P1 of the cam groove 55d, the power transmission portion 52b is disposed in the non-engaging recess 61e and is radially innermost in the radial movement range. Placed in. The arrangement position of the roller member 52 at this time corresponds to a non-engaging position where the driving side rotating body 51 and a driven side rotating body 56 described later are not engaged in the rotation direction. In the cam mechanism, the roller engagement member 52 is disengaged by disposing the cam engagement portion 52c in the first guide portion P1 of the cam groove 55d of the guide member 55 disposed on the innermost radial direction as described above. The state of being arranged at the alignment position is an initial state in which the rotary shaft 20 and the worm shaft 32 are disconnected.

  On the other hand, as shown in FIG. 8, the cam engagement portion is driven by the relative rotation of the drive side rotating body 51 and the guide member 55 in a state where the guide member 55 is disposed on the innermost radial direction within the radial movement range. When 52c is disposed in the second guide portion P2 of the cam groove 55d, as shown in FIG. 11A, the power transmission portion 52b is disposed on the outermost radial direction within the radial movement range. At this time, a part of the power transmission part 52b protrudes radially outward from the outer peripheral surface of the first drive plate 61, and the arrangement position of the roller member 52 at this time depends on the drive-side rotating body 51 and a later-described position. This corresponds to an engagement position where the driven-side rotator 56 is engaged in the rotation direction. The cam engaging portion 52c moves radially outward when moving from the first guide portion P1 to the second guide portion P2. Accordingly, the cam engagement portion 52c moves from the first guide portion P1 to the second guide portion P2 while contracting the return spring 53 in the radial direction against the urging force of the return spring 53. In the cam mechanism, the roller engagement member 52 is engaged by disposing the cam engagement portion 52c in the second guide portion P2 of the cam groove 55d of the guide member 55 disposed on the innermost radial direction as described above. A state where the rotary shaft 20 and the worm shaft 32 are connected is a state where the rotary shaft 20 and the worm shaft 32 are connected.

  Further, the clutch 50 is composed of a guide member 55 with which the roller member 52 is engaged, and the roller 50 is moved by the guide member 55 moved radially outward by the centrifugal force generated by rotating with the drive side rotating body 51. A holding mechanism for holding 52 in the engaged position is provided. In this holding mechanism, as shown in FIG. 8, the state in which the guide member 55 is disposed on the innermost radial direction within the moving range is an initial state in which the rotary shaft 20 and the worm shaft 32 are disconnected. Then, after the roller member 52 is moved to the second guide portion P2 by the cam mechanism and placed at the engagement position, the guide member 55 is guided to the drive side rotating body 51 while being moved radially outward by centrifugal force. When the member 55 is relatively rotated, the guide member 55 is rotated in the circumferential direction with respect to the roller member 52. At this time, although the cam engaging portion 52c moves from the second guide portion P2 to the first guide portion P1, the cam groove 55d is moved radially outward as the guide member 55 moves radially outward. The roller member 52 is maintained in a state of being disposed at the engagement position. In the holding mechanism, as shown in FIG. 9, the cam engaging portion 52c is arranged at the first guide portion P1 of the cam groove 55d by arranging the guide member 55 at the outermost radial direction within the moving range. However, the state in which the roller member 52 is held in the engaged position by the guide member 55 is a connected state in which the rotary shaft 20 and the worm shaft 32 are connected.

  As shown in FIG. 3, the driven side rotating body 56 includes a bottomed cylindrical driven cylindrical portion 56a and a driven side shaft connecting portion 56b formed integrally with the driven cylindrical portion 56a. As shown in FIG. 1, the driven-side rotating body 56 is accommodated in the clutch accommodating portion 31b so that the opening of the driven cylindrical portion 56a faces the motor main body 12 side.

  As shown in FIG. 3, the outer diameter of the driven cylindrical portion 56 a is substantially equal to the outer diameters of the second drive plate 62 and the holding case 54. Further, the inner depth of the driven side rotating body 56 is substantially equal to the axial length of the first drive plate 61. As shown in FIG. 6, on the inner peripheral surface of the cylindrical side wall portion 56c of the driven cylindrical portion 56a, there are two circumferentially equiangular intervals (180 ° intervals in the present embodiment), radially inward. A protruding control projection 56d is formed. In the driven-side rotator 56, the inner diameter of the portion where the control convex portion 56 d is formed is slightly larger than the outer diameter of the first drive plate 61. And as shown in FIG. 3, the 1st drive plate 61 and the accommodating part 62b are accommodated in the inside of the driven cylindrical part 56a. The outer periphery of the first drive plate 61 accommodated in the driven cylindrical portion 56a faces the control convex portion 56d in the radial direction. Further, the power transmission portion 52 b of the roller member 52 is disposed between the first drive plate 61 and the side wall portion 56 c of the driven side rotating body 56 that are opposed in the radial direction. The drive-side rotator 51 and the holding case 54 are arranged coaxially (so that the central axes coincide). Further, the end portion of the side wall portion 56 c on the opening side of the driven cylindrical portion 56 a faces the outer peripheral edge portion of the guide portion 62 a of the second drive plate 62 in the axial direction.

  As shown in FIG. 6, by forming the control convex portion 56d on the inner peripheral surface of the side wall portion 56c, the control concave portion 56e is formed between the control convex portions 56d adjacent to each other in the circumferential direction inside the driven-side rotating body 56. Is formed. The two control recesses 56e are formed at equal angular intervals in the circumferential direction (180 ° intervals in the present embodiment) (the circumferential width of the control recess 56e is sufficiently larger than the outer diameter of the power transmission portion 52b). wide). And the inner side surface (the end surface of the circumferential direction of the control convex part 56d) of the both sides of the circumferential direction of the control recessed part 56e forms a pair of transmission surfaces 56f with which the space | interval of the circumferential direction becomes wide as it goes to radial inside. Yes. Each transmission surface 56f is parallel to the axial direction and has an arc shape with a curvature substantially equal to the curvature of the outer peripheral surface of the power transmission portion 52b.

  As shown in FIG. 3, a plate concave portion 56g that opens to the inside of the driven cylindrical portion 56a is formed in the center of the bottom of the driven cylindrical portion 56a, and the plate concave portion 56g has a disk-like shape. A thrust receiving plate 72 is accommodated. The thrust receiving ball 71 received in the ball receiving hole 61c of the first drive plate 61 contacts the thrust receiving plate 72. The thrust receiving plate 72 receives the thrust load of the rotary shaft 20 together with the thrust receiving ball 71.

  The driven side shaft coupling portion 56b extends along the axial direction from the center of the bottom of the driven cylindrical portion 56a and protrudes to the outside of the driven cylindrical portion 56a. Further, as shown in FIG. 1, the driven side shaft coupling portion 56 b has a columnar shape, and its outer diameter is substantially the same as the outer diameter of the worm side shaft coupling portion 32 b provided at the base end portion of the worm shaft 32. The size is equal. In addition, on the base end surface (the upper end surface in FIG. 1) of the worm side shaft coupling portion 32b, shaft coupling recesses 32c are formed at three locations that are equiangularly spaced (120 ° intervals) in the circumferential direction. FIG. 1 shows only one of the shaft coupling recesses 32c. Each of the shaft coupling recesses 32c is recessed along the axial direction of the worm shaft 32 from the base end surface of the worm side shaft coupling portion 32b, and on the base end side (upper side in FIG. 1) and radially outward of the worm shaft 32. It is open.

  As shown in FIG. 5, a shaft coupling convex portion 56h corresponding to the shaft coupling concave portion 32c (see FIG. 1) protrudes from the tip of the driven side shaft coupling portion 56b. The shaft coupling convex portion 56h is an outer peripheral edge at the tip of the driven side shaft coupling portion 56b, and projects in the axial direction from three locations that are equiangularly spaced in the circumferential direction (120 ° intervals in the present embodiment). Further, each axial coupling convex portion 56h has a circumferential width, a radial width, and an axial length that are equal to the circumferential width, the radial width, and the axial direction of the axial coupling concave portion 32c (see FIG. 1). Each is formed approximately equal to the depth. Then, as shown in FIGS. 1 and 5, the shaft-side connecting projections 56 h are inserted into the shaft-connecting recesses 32 c of the worm shaft 32, so that the driven-side rotator 56 and the worm shaft 32 rotate in the rotational direction. And can be integrally rotated. The driven-side shaft coupling portion 56b protrudes from the bottom of the clutch housing portion 31b into the shaft housing tube portion 31c and is pivotally supported by a bearing 36 disposed on one end side of the shaft housing tube portion 31c.

  In addition, the driven-side rotator 56 and the drive-side rotator 51 constitute a clamping mechanism that clamps the roller member 52 disposed at the engagement position. In this clamping mechanism, as shown in FIG. 6 or FIG. 11A, the power transmission portion 52b of the roller member 52 is formed by the wedge surface 61g of the driving side rotating body 51 and the transmission surface 56f of the driven side rotating body 56. The state in which the rotating shaft 20 and the worm shaft 32 are disconnected is a state in which the rotating shaft 20 and the worm shaft 32 are disconnected. On the other hand, as shown in FIG. 10, in the clamping mechanism, the state where the power transmission part 52b of the roller member 52 arranged at the engagement position is clamped by the wedge surface 61g and the transmission surface 56f is the rotary shaft 20 and the worm shaft 32. Are connected to each other. In this connected state, the first drive plate 61 is rotated relative to the second drive plate 62 while contracting the connection spring 63 against the urging force of the connection spring 63.

  In the clutch 50 configured as described above, the return of the cam mechanism from the connected state to the initial state and the return of the holding mechanism from the connected state to the initial state are performed by the return spring 53 that biases the roller member 52. Performed by power.

  In the cam mechanism in the connected state shown in FIG. 8, the return spring 53 biases the radially inner cam surface S radially inward through the cam engaging portion 52c of the roller member 52. Return to the initial state. Here, the urging force of the return spring 53 is F1, and the component force of the urging force F1 is F1a and F1b. The biasing force F1 of the return spring 53 is a force that biases the roller member 52 radially inward along the radial direction. The component force F1a is a component force of the urging force F1 in a direction parallel to the tangent L at the contact point between the cam engagement portion 52c disposed on the second guide portion P2 and the cam surface S, and the component force F1b is The cam engagement portion 52c arranged in the second guide portion P2 is a force that urges the cam surface S vertically, which is a component force of the urging force F1 in a direction perpendicular to the tangent line L. The component force F1b urges the inner peripheral surface of the cam groove 55d via the cam engagement portion 52c disposed in the second guide portion P2. The cam engaging portion 52c biases the inner peripheral surface of the cam groove 55d by the action of the component force F1b, so that the guide member 55 together with the holding case 54 moves the cam engaging portion 52c from the second guide portion P2 to the first. It is rotated in the direction of movement to the guide part P1. As a result, the cam mechanism is returned to the initial state in which the cam engagement portion 52c is disposed in the first guide portion P1. The component force F1a biases the cam engaging portion 52c toward the first guide portion P1 substantially along the longitudinal direction of the cam groove 55d.

  Further, in the holding mechanism in the connected state shown in FIG. 9, the urging force of the return spring 53 is transmitted from the cam engagement portion 52c arranged in the first guide portion P1 to the inner peripheral surface of the cam groove 55d. Return to the initial state. More specifically, the cam engagement portion 52c disposed in the first guide portion P1 of the cam groove 55d biases the inner peripheral surface of the cam groove 55d radially inward by the action of the biasing force F1 of the return spring 53. To do. As a result, the guide member 55 is moved radially inward, and the holding mechanism returns to the initial state. As the holding mechanism returns to the initial state, the roller member 52 also returns to the disengaged position on the radially inner side.

  Further, the clamping mechanism in the connected state shown in FIG. 10 is returned to the initial state by the urging force of the connecting spring 63. More specifically, the first drive plate 61 is rotated relative to the second drive plate 62 by the biasing force of the coupling spring 63 that biases the return convex portion 61h (see arrow α in FIG. 10), and the first drive plate. 61 and the second drive plate 62 are returned to the neutral position. Then, the wedge surface 61g is separated from the transmission surface 56f, and the pinching between the wedge surface 61g and the transmission surface 56f is released. That is, the clamping mechanism is returned to the initial state.

Next, the operation of the motor 11 and the slide door 3 will be described focusing on the operation of the clutch 50 configured as described above.
When the rotary shaft 20 is not rotationally driven as when the motor body 12 is stopped, as shown in FIGS. 6 and 7, the relative rotational positions of the first drive plate 61 and the second drive plate 62 are as follows. By the urging force of the connecting spring 63 that urges the return convex portion 61h, the circumferential position of the two control grooves 61d and the circumferential position of the two guide concave portions 62f are maintained at a neutral position. In addition, since each guide member 55 is not subjected to centrifugal force, the most radial direction within the radial movement range of the guide member 55 due to the urging force of the return spring 53 transmitted through the cam engagement portion 52c. Arranged inside. Further, the cam engaging portion 52c is maintained in the state of being disposed in the first guide portion P1 by the urging force of the return spring 53, and the power transmission portion 52b is disengaged by the urging force of the return spring 53. It is maintained in a state of being placed inside. Therefore, the roller member 52 is located at the innermost radial position within the radial movement range, and is disposed at a non-engagement position where the roller member 52 does not engage with the driven side rotating body 56 in the rotational direction. Therefore, the cam mechanism, the holding mechanism, and the clamping mechanism are in an initial state, and the clutch 50 disconnects the rotating shaft 20 and the worm shaft 32.

<Manual open / close operation>
In the above state of the clutch 50, when the output shaft 35 is rotated from the slide door 3 side so as to manually open or close the slide door 3, the worm shaft 32 rotates with the rotation of the output shaft 35. Is done. As shown in FIG. 6, when the rotary shaft 20 is not rotationally driven, the roller member 52 is disposed at the non-engagement position, so that the driven-side rotator 56 is engaged with the roller member 52 in the rotation direction. First, the rotating shaft 20 and the worm shaft 32 are in a disconnected state. Therefore, the driven-side rotator 56 idles with respect to the drive-side rotator 51 as the worm shaft 32 rotates. Therefore, rotation from the output shaft 35 side becomes easy. Therefore, it is possible to easily open and close the slide door 3 manually without requiring a large operating force.

<Automatic open / close operation>
When a command to automatically open or close the sliding door 3 is generated, the motor main body 12 is driven by the controller 100, and the rotary shaft 20 is driven to rotate and is connected to the rotary shaft 20. Is started. As shown in FIG. 6, at the start of the rotational drive of the drive-side rotator 51, the first drive plate 61 and the second drive plate 62 rotate almost integrally (with almost no relative rotation). The roller member 52 also transmits the rotational driving force of the second drive plate 62 from the inner peripheral surface of the insertion engaging portion 62g to the cam engaging portion 52c, so that the center axis of the driving side rotating body 51 is the center of rotation. It rotates integrally with the drive side rotator 51. On the other hand, the rotation position of the guide member 55 and the holding case 54 that holds the guide member 55 is maintained by the inertial force that acts on the guide member 55 when the drive-side rotating body 51 starts to rotate. As a result, as shown in FIGS. 11A and 11B, the drive side rotating body 51 rotates relative to the guide member 55 and the holding case 54 at the start of the rotation drive. Then, a difference in rotation angle occurs between the drive side rotating body 51 and the guide member 55 held by the holding case 54. Then, since the cam engaging portion 52c is rotated in the circumferential direction of the holding case 54 with respect to the cam groove 55d, the cam mechanism is operated and the cam engaging portion 52c is guided to the cam surface S of the cam groove 55d. However, the first guide portion P1 is moved toward the second guide portion P2 on the front side in the rotation direction of the drive side rotating body 51. At this time, the cam engagement portion 52c is moved from the first guide portion P1 to the second guide portion P2 while contracting the return spring 53 in the radial direction against the urging force of the return spring 53. Then, the roller member 52 is moved from the radially inner non-engagement position to the radially outer engagement position by the action of the cam groove 55d. In addition, since the rotation position of the guide member 55 held by the holding case 54 is maintained by the inertial force when the drive side rotating body 51 starts to rotate, centrifugal force acts on the guide member 55. Not done. Therefore, when the cam engagement portion 52c moves relatively from the first guide portion P1 to the second guide portion P2 at the start of the rotational drive of the drive side rotating body 51, the guide member 55 moves in the radial direction. It is arranged on the innermost radial direction within the range.

  As the drive side rotator 51 rotates, the power transmission portion 52b of the roller member 52 disposed at the engagement position is moved to the front transmission surface 56f in the rotation direction of the drive side rotator 51 in the control recess 56e. Abut (not shown). Thereby, the rotational driving force of the rotating shaft 20 is transmitted in the order of the first driving plate 61, the connecting spring 63, the second driving plate 62, and the roller member 52, and further, the driven side rotation from the power transmission portion 52b of the roller member 52. It can be transmitted to the body 56.

  Further, at the start of the rotational driving of the driving side rotating body 51, the slide door 3 connected to the driven side rotating body 56 is stopped, so that a large load is applied to the driven side rotating body 56. Therefore, when the power transmission portion 52b of the roller member 52 disposed at the engagement position contacts the front transmission surface 56f in the rotation direction of the driving side rotating body 51, the roller member is caused by the reaction force received from the driven side rotating body 56. The second drive plate 62 is decelerated through 52. On the other hand, the first drive plate 61 rotates in advance with respect to the second drive plate 62 while contracting the connection spring 63 against the urging force of the connection spring 63. That is, as shown in FIG. 12A, the first drive plate 61 rotates relative to the second drive plate 62. Accordingly, the first drive plate 61 rotates relative to the power transmission portion 52b of the roller member 52 that rotates integrally with the second drive plate 62, and the first drive plate 61 out of the pair of engaging recesses 61f of each control groove 61d. The power transmission portion 52b is disposed in the engagement concave portion 61f on the rear side in the rotation direction of the shaft, and the wedge surface 61g of the engagement concave portion 61f contacts the power transmission portion 52b in the rotation direction. And the power transmission part 52b is clamped by the wedge surface 61g and the transmission surface 56f. As a result, the rotational driving force of the rotary shaft 20 is transmitted from the first drive plate 61 to the driven-side rotator 56 via the power transmission portion 52b of the roller member 52 without passing through the connection spring 63 and the second drive plate 62. Then, the driven side rotator 56 starts to rotate.

  Also, as shown in FIG. 12B, after the cam engagement portion 52c is disposed in the second guide portion P2, the return spring 53 is released from the roller member 52 that rotates together with the drive side rotating body 51 that has started to rotate. The guide member 55 to which the urging force is transmitted also starts to rotate with the drive side rotating body 51. When the rotation speed of the guide member 55 increases, the inertial force acting on the guide member 55 decreases as the rotation speed increases. The guide member 55 acts as a component force F1b (see FIG. 8) of the urging force F1 of the return spring 53 transmitted through the cam engagement portion 52c as the inertial force acting on the guide member 55 decreases. As a result, the holding case 54 and the driving side rotating body 51 rotate relative to the driving side rotating body 51 in the same direction. Along with the relative rotation of the guide member 55 with respect to the drive-side rotator 51, the cam groove 55d of the guide member 55 held by the holding case 54 is rotated in the circumferential direction of the holding case 54 with respect to the cam engaging portion 52c. Therefore, as shown in FIG. 13B, the cam engagement portion 52c is relatively moved from the second guide portion P2 to the first guide portion P1. At the same time, the centrifugal force acting on the guide member 55 gradually increases as the rotational speed of the guide member 55 increases, so that the guide member 55 is moved radially outward while being guided by the guide surface 54h. . Accordingly, since the radial position of the cam engagement portion 52c is maintained without changing in the radial direction, the roller member 52 is held at the engagement position by the guide member 55 (that is, the holding mechanism is in a connected state). .

  Then, after the driven-side rotator 56 starts to rotate, as shown in FIG. 13A, when the load applied to the driven-side rotator 56 is larger than the urging force of the coupling spring 63, the first The drive plate 61 is rotated in the rotation direction of the first drive plate 61 with respect to the second drive plate 62 in a state where the connection spring 63 is contracted against the urging force of the connection spring 63. As a result, of the pair of wedge surfaces 61g of each control groove 61d, the wedge surface 61g on the rear side in the rotation direction of the first drive plate 61 abuts on the outer peripheral surface of the power transmission portion 52b in the rotation direction. The power transmission part 52b is clamped by the transmission surface 56f (that is, the clamping mechanism is connected). Then, the rotational driving force of the rotary shaft 20 is transmitted from the first drive plate 61 to the driven side rotating body 56 via the roller member 52. As a result, since the driven-side rotator 56 is rotated, the worm shaft 32 connected to the driven-side rotator 56 is rotated. And the rotational force decelerated by the worm part 32a and the worm wheel 33 is output from the output shaft 35, and the sliding door 3 is automatically opened or closed.

  In addition, as shown in FIGS. 14A and 14B, when the load applied to the driven-side rotator 56 is equal to or less than the biasing force of the coupling spring 63, the first drive plate 61 and the second drive The plate 62 rotates integrally with the plate 62 while being held at the neutral position by the urging force of the coupling spring 63. Accordingly, the rotational driving force of the rotating shaft 20 is transmitted in the order of the first driving plate 61, the coupling spring 63, the second driving plate 62, the roller member 52, and the driven side rotating body 56. As a result, since the driven-side rotator 56 is rotated, the worm shaft 32 connected to the driven-side rotator 56 is rotated. And the rotational force decelerated by the worm part 32a and the worm wheel 33 is output from the output shaft 35, and the sliding door 3 is automatically opened or closed.

  When the motor main body 12 is stopped, the rotation speed of the rotating shaft 20 decreases. Then, as shown in FIG. 13A, when the motor main body 12 is stopped when the load applied to the driven side rotating body 56 is larger than the urging force of the connecting spring 63. The connecting spring 63 that biases the return convex portion 61h rotates the first drive plate 61 in the direction opposite to the immediately preceding rotation direction. As a result, since the first drive plate 61 is rotated relative to the second drive plate 62, the holding of the power transmission portion 52b by the transmission surface 56f and the wedge surface 61g is released (that is, the holding mechanism is in the initial state). To return). Further, due to the urging force of the connecting spring 63, the relative rotational position of the first drive plate 61 and the second drive plate 62 matches the circumferential position of the two control grooves 61d and the circumferential position of the two guide recesses 62f. Return to the neutral position.

  Further, when the rotational speed of the drive-side rotator 51 decreases, the rotational speed of the guide member 55 and the driven-side rotator 56 that have been rotated by the rotational drive force transmitted from the drive-side rotator 51 via the roller member 52 is also increased. descend. Then, since the centrifugal force acting on the guide member 55 is reduced, the guide member 55 is moved radially inward by the urging force of the return spring 53 (that is, the holding mechanism returns to the initial state). As shown in FIGS. 6 and 7, the roller member 52 in which the cam engagement portion 52 c is inserted into the cam groove 55 d of the guide member 55 is moved radially inward together with the guide member 55. At this time, the cam engaging portion 52c is located in the first guide portion P1 in the cam groove 55d. Accordingly, the roller member 52 is moved from the engagement position to the non-engagement position. As a result, the rotation direction engagement between the driving side rotating body 51 and the driven side rotating body 56 is released, and the rotating shaft 20 and the worm shaft 32 are disconnected.

  14A and 14B, when the motor main body 12 is stopped, the load applied to the driven-side rotating body 56 is smaller than the urging force of the coupling spring 63. If the centrifugal force acting on the guide member 55 decreases as the rotational speed of the drive-side rotator 51 decreases, the guide member 55 is moved radially inward by the urging force of the return spring 53. (In other words, the holding mechanism is returned to the initial state). As shown in FIGS. 6 and 7, the roller member 52 is moved radially inward together with the guide member 55. At this time, since the cam engagement portion 52c is located at the first guide portion P1 in the cam groove 55d, the roller member 52 is moved from the engagement position to the non-engagement position. As a result, the rotation direction engagement between the driving side rotating body 51 and the driven side rotating body 56 is released, and the rotating shaft 20 and the worm shaft 32 are disconnected.

  11 (a) to 14 (a) show the clutch 50 when the drive-side rotator 51 (rotary shaft 20) is rotated clockwise in FIG. 11, the drive-side rotator 51 is shown. Similarly, when the (rotating shaft 20) is rotated counterclockwise, the clutch 50 operates to connect and disconnect the rotating shaft 20 and the worm shaft 32.

Next, the electrical configuration of the slide door opening / closing device 1 of the present embodiment and the opening / closing control of the slide door 3 (drive control of the motor 11) will be described.
As shown in FIG. 15, the controller 100 for driving and controlling the motor 11 (motor body 12) of the sliding door opening and closing device 1 includes a control circuit 101, an open relay 102, a close relay 103, a PWM circuit (pulse width modulation circuit) 104, And a relay drive circuit 105.

  The control circuit 101 includes a control unit (CPU), various memories, various input / output interfaces, and the like. The control circuit 101 executes arithmetic processing for performing drive control of the motor 11 of the slide door opening / closing device 1, that is, opening / closing control of the slide door 3, based on a program stored in the memory.

  The control circuit 101 also receives a pulse detection signal SG from a rotation sensor (Hall element 42) built in the motor 11. Based on the pulse detection signal SG, the control circuit 101 calculates the rotational direction, rotational speed (rotational speed), rotational amount, and rotational position of the worm shaft 32 of the motor 11 from time to time, and the calculation result of the slide door 3 is calculated from the calculation results. The operation direction, operation speed, operation amount, and operation position are sequentially calculated.

  Further, the control circuit 101 receives an open signal STo for operating the slide door 3 from the “fully closed position” to the “fully open position” and the slide door 3 from the “fully open position” to the “all open position” from an open / close command device (not shown). A close signal STc for operating to the “closed position” is input. When the open signal STo is input, the control circuit 101 drives and controls the motor 11 to operate the slide door 3 to the “fully open position”. When the close signal STc is input, the control circuit 101 sets the slide door 3 to the “fully closed position”. The motor 11 is driven and controlled to operate. Such drive control of the motor 11 is performed via the PWM circuit 104 and the relay drive circuit 105.

  The control circuit 101 outputs a drive control signal CT1 to the PWM circuit 104. Based on the drive control signal CT1 from the control circuit 101, the PWM circuit 104 generates a drive voltage Vd to be applied to the motor 11 from the power supply voltage Vb of the battery B (adjusted by duty control).

  Further, the control circuit 101 outputs a drive control signal CT2 to the relay drive circuit 105. The relay drive circuit 105 performs switching drive of the open relay 102 and the close relay 103 based on the drive control signal CT2 from the control circuit 101. When the sliding door 3 is opened, the control circuit 101 supplies the voltage for operating the open relay 102 to rotate the motor 11 to the opening side. When the sliding door 3 is closed, the control circuit 101 supplies a voltage for operating the closing relay 103 to rotate the motor 11 to the closing operation. When each voltage is supplied, the voltage value is adjusted by the operation of the previous PWM circuit 104. When it is necessary to apply a braking force to the sliding door 3, both the relays 102 and 103 are turned off to form a closed loop so that a brake due to a short circuit (short brake) is generated in the motor 11. It is also possible to apply to the door 3 as a braking force.

  Further, the control circuit 101 receives an abnormality signal SX indicating an abnormal state in which it becomes a problem to operate the slide door 3 that is operating any more from an abnormality detection device (not shown). Incidentally, a few examples of the abnormal state in which the operation of the slide door 3 continues to be a problem will be described. A switch (not shown) for switching between the automatic open / close mode and the manual mode of the slide door 3 is provided during the automatic opening / closing of the door 3. Switching to the manual mode side, pinching occurs in the slide door 3 that is automatically closing, or a lid (not shown) of the fuel filler provided on the side surface of the vehicle body 2 is open and the automatic opening operation is in progress. In some cases, the sliding door 3 may interfere with the sliding door 3. The control circuit 101 performs a predetermined operation on the motor 11 in order to stop the further operation of the slide door 3 when the abnormal signal SX indicating that is input.

Next, the operation of the sliding door opening and closing device 1 when an abnormality is detected will be described using the flow of FIG.
(Steps S1, S2)
When the abnormal signal SX is input during the opening or closing operation of the slide door 3, the control circuit 101 performs stop control of the electric operation of the slide door 3 by the motor 11. The drive stop of the motor 11 during the opening or closing operation of the slide door 3 is not in the fully open or fully closed position and is not latched with the vehicle body side. For example, the slide door is caused by stopping the vehicle on an inclined ground. When an external force such as 3's own weight acts, the slide door 3 can be operated unexpectedly from the load side due to the structure of the clutch 50 built in the motor 11.

(Step S3)
Therefore, the control circuit 101 first shifts to the stop control mode 1.
(Steps S4 to S6)
In the stop control mode 1, the control circuit 101 applies a drive voltage Vd that balances the load applied from the slide door 3 to the motor 11, and performs control to prevent an unexpected operation of the slide door 3. That is, as shown in FIG. 18, the motor 11 is set so that the rotation speed of the worm shaft 32 provided on the load side from the clutch 50 is substantially zero, that is, the operation of the slide door 3 is substantially zero for a predetermined time. The voltage adjustment of the applied voltage (drive voltage Vd) is performed.

  Here, due to the structure of the clutch 50 according to the present embodiment, as shown in FIG. 17, the operating state of the clutch 50 varies depending on the weight of the slide door 3 and the magnitude of the load applied to the vehicle tilt state. When the state of the clutch 50 is in the first operation region A1 where the load load is relatively large, in the motor 11 to which a voltage is applied that balances this load load, the worm shaft 32 and the rotary shaft 20 are wedge-connected, that is, FIG. As shown in (a), the power transmission portion 52b is sandwiched between the wedge surface 61g and the transmission surface 56f. Therefore, in a large load state where the clutch 50 can be wedge-coupled, the rotation of the worm shaft 32 from the load side can be prevented by the clutch 50, and the unexpected operation of the slide door 3 is prevented.

  On the other hand, when the state of the clutch 50 is in the second operation region A2 where the load is relatively small, the worm shaft 32 and the rotary shaft 20 are wedge-coupled even if voltage is applied to the motor 11 to drive the motor 11. In other words, as shown in FIG. 14A, the power transmission portion 52b is not sandwiched between the wedge surface 61g and the transmission surface 56f. Therefore, the clutch 50 cannot reliably prevent the rotation of the worm shaft 32 from the load side, and the slide door 3 can operate unexpectedly.

  Therefore, in the situation where the state of the clutch 50 is in the operation area A2, even if the applied voltage to the motor 11 is adjusted in the stop control mode 1, the slide door 3 continues to operate due to the action of external force, that is, a certain time has elapsed. After that, the rotation speed of the worm shaft 32 does not become substantially zero.

(Step S7)
Therefore, the control circuit 101 shifts from the stop control mode 1 to the stop control mode 2.
(Steps S8 to S11)
As shown in FIG. 19, the control circuit 101 switches the polarity while using the voltage value of the drive voltage Vd that normally operates the slide door 3 by the motor 11, and when the slide door 3 is operated to the closed side, the control circuit 101 is opened. The motor 11 is driven so that the door 3 operates, and when the slide door 3 operates on the open side, the motor 11 is driven so that the door 3 operates on the closed side. That is, the motor 11 is reversely driven in the direction opposite to the direction in which the slide door 3 is to operate. Therefore, when the load is small so that the clutch 50 cannot be connected to the wedge, the opening / closing operation of the minute slide door 3 is performed (the door speed is exaggerated in FIG. 19), and the operation of the slide door 3 is apparently stopped. State. In this manner, the sliding door 3 is held after the abnormal signal SX is input.

Next, characteristic effects of the present embodiment will be described.
(1) When the door 3 is stopped by a stop command (input of an abnormal signal SX) during the automatic opening / closing operation of the slide door 3, the clutch 50 drives the motor 11 (motor body 12) equivalent to the load load on the door 3 side. When the force is generated, the driving force of the motor 11 that balances the load load is generated in the first operation region A1 in which the rotating shaft 20 (drive shaft) and the worm shaft 32 (driven shaft) are connected. Thus, the door 3 is stopped through the engagement of the clutch 50 (first door stop control). Further, in a situation where the clutch 50 is in the second operation region A2 in which the connection state between the rotating shaft 20 and the worm shaft 32 cannot be maintained with the driving force of the motor 11 equivalent to the load load, the rotating shaft 20 is driven with the driving force of the motor 11. The worm shaft 32 is connected to the worm shaft 32, and the motor 11 is repeatedly driven in reverse to slightly open and close the door 3 so that the door 3 is apparently stopped (second door stop control). In other words, the sliding door 3 can be stopped (held) more reliably by switching the control in accordance with each operation region A1, A2 (relation with the load) of the clutch 50.

  (2) When the door 3 is stopped by a stop command during the automatic opening / closing operation of the slide door 3, the stop control of the door 3 is first performed by the first door stop control, and the door 3 can be stopped by the first door stop control. If not, the second door stop control is performed. That is, the clutch 50 is maintained in the connected state by the balance between the load load and the driving force of the motor 11 rather than the second door stop control in which the driving force of the motor 11 is used to connect the clutch 50 each time the motor 11 is driven in reverse. Since the load on the clutch 50 is smaller in the first door stop control, the load on the clutch 50 can be reduced as much as possible if the first door stop control is performed first.

In addition, you may change the said embodiment as follows.
The configuration of the mechanical clutch 50 is an example, and the configuration may be changed as appropriate.
In the stop control of the slide door 3, the first door stop control for balancing the driving force of the motor 11 and the load load is performed first. If the stop of the door 3 cannot be expected, the reverse drive of the motor 11 is performed. Although the second door stop control for repeatedly opening and closing the door 3 is performed repeatedly, the procedure for the stop control of the door 3 is not limited to this.

  -The abnormal signal SX during the automatic opening / closing of the sliding door 3 includes the pinching by the door 3, and the sliding door 3 that is operating is stopped based on the input of the abnormal signal SX. Instead of stopping the sliding door 3 that is operating, the sliding door 3 may be stopped after it is once opened to prompt the release of the sandwiched material. Incidentally, in this pinching detection, a step for reversing the sliding door 3 is inserted between step S1 and step S2 of the control flow shown in FIG.

-Although applied to the door opening / closing apparatus 1 which performs the opening / closing operation | movement of the slide door 3, you may apply to the door opening / closing apparatus which performs the opening / closing operation | movement of vehicle doors other than a slide door.
-You may change the control flow of the sliding door opening / closing apparatus 1 at the time of abnormality detection like the flow of FIG. 20 or FIG. In addition, about the step similar to the control flow (refer FIG. 16) of the said embodiment, the same code | symbol is attached | subjected and the detailed description is abbreviate | omitted.

  In the example shown below, a tilt angle measurement sensor 110 (see FIG. 15) that measures at least the tilt angle of the vehicle body in the front-rear direction is provided in the vehicle, and the tilt angle measurement sensor 110 measures the tilt angle of the vehicle body in the front-rear direction. A measurement signal SG1 based on the measurement is output to the control circuit 101. Then, the control circuit 101 calculates a load load value (load load value R) from the slide door 3 based on the measurement signal SG1 and a preset weight value of the slide door 3.

An example of a control flow at the time of abnormality detection will be described with reference to FIG.
(Steps S1, S2)
When the abnormal signal SX is input during the opening or closing operation of the slide door 3, the control circuit 101 performs stop control of the electric operation of the slide door 3 by the motor 11. The drive stop of the motor 11 during the opening or closing operation of the slide door 3 is not in the fully open or fully closed position and is not latched with the vehicle body side. For example, the slide door is caused by stopping the vehicle on an inclined ground. When an external force such as 3's own weight acts, the slide door 3 can be operated unexpectedly from the load side due to the structure of the clutch 50 built in the motor 11.

(Step S12)
Therefore, the control circuit 101 compares the calculated load load value R with the first threshold value T1, and when the load load value R is equal to or greater than the first threshold value T1, the control circuit 101 enters the stop control mode 1 (steps S3 to S6). Transition. Here, the first threshold value T1 is set to a value corresponding to a boundary where the operating state of the clutch 50 changes (a boundary between the first operating area A1 and the second operating area A2). That is, if the load load value R is equal to or greater than the first threshold value T1, the clutch 50 is in the first operation region A1, and the stop control mode 1 can prevent the slide door 3 from being unexpectedly operated.

(Step S13)
On the other hand, when the load load value R is less than the first threshold value T1, the control circuit 101 compares the load load value R with the second threshold value T2, and the load load value R is equal to or greater than the second threshold value T2. In addition, the process shifts to the stop control mode 2 (steps S7 to S11 and step S14).

  Here, when the load load value R is less than the first threshold value T1, the clutch 50 is in the state of the second operation region A2, and therefore, when the vehicle body has a certain inclination angle, the slide door 3 is unintentionally caused by its own weight. Therefore, it is necessary to execute the stop control mode 2 in order to prevent an abnormal operation. However, when the load load value R is extremely small (or zero), such as when the vehicle is stopped on a flat ground, the slide door 3 cannot be operated unexpectedly by its own weight. Control for preventing the operation (stop control mode 2) becomes unnecessary. That is, the second threshold value T2 is set to a boundary value indicating whether or not the stop control mode 2 needs to be executed, and when the load load value R is equal to or greater than the second threshold value T2 (that is, in the stop control mode 2). When it is necessary to perform the operation, the mode is shifted to the stop control mode 2. In the stop control mode 2 in this example, the reverse drive of the motor 11 in the direction opposite to the direction in which the slide door 3 is to be operated is performed until a predetermined time has elapsed. Yes.

  And the control circuit 101 does not implement the stop control mode 2 when the load value R is less than the second threshold value T2. At this time, since the load value R is extremely small, even if the drive of the motor 11 is stopped without performing special stop control (stop control modes 1 and 2) (step S2 state), the slide The door 3 is prevented from operating unexpectedly by its own weight.

Next, the characteristic effect by the control flow shown in FIG. 20 will be described.
First, as a comparison target, in the control flow of the above embodiment (see FIG. 16), when the door 3 is stopped by a stop command during the automatic opening / closing operation of the slide door 3, the stop control of the door 3 in the stop control mode 1 is first performed. Attempts are made to execute the stop control mode 2 when the stop 3 cannot be stopped by the stop control mode 1. For this reason, even when the clutch 50 is in the second operation region A2, it is necessary to try the stop control of the door 3 in the stop control mode 1, and it is determined that the door 3 cannot be stopped in the stop control mode 1. In order to do this, it is necessary to carry out the stop control mode 1 for a predetermined time.

  On the other hand, in the control flow shown in FIG. 20, when the door 3 is stopped by a stop command (input of the abnormal signal SX) during the automatic opening / closing operation of the slide door 3, the control circuit 101 has the first threshold value T1 and the inclination Whether the clutch 50 is in the first operation region A1 or the second operation region A2 based on the load value R calculated based on the measurement signal SG1 (and the preset door weight value) of the angle measurement sensor 110. Judging. When it is determined that the clutch 50 is in the second operation region A2 (that is, when the unexpected operation due to the weight of the slide door 3 cannot be prevented in the stop control mode 1), the stop control mode 1 is not performed and the operation is stopped. Control mode 2 is performed. Thus, since it is determined based on the load value R whether or not the door 3 can be stopped by the stop control mode 1, the time until the determination is short. For this reason, it is possible to shorten the time from the stop command (input of the abnormal signal SX) during the automatic opening / closing operation of the slide door 3 to the stop (apparent stop) of the door 3 in the stop control mode 2.

  Further, in the control flow shown in FIG. 20, when the control circuit 101 determines that the stop control modes 1 and 2 are not required based on the load load value R, the control circuit 101 does not execute the stop control modes 1 and 2. The driving of the motor 11 is kept stopped. Thereby, the useless operation | movement of the slide door 3 by implementing stop control modes 1 and 2 at the time of the vehicle stop on a flat ground can be prevented.

Note that a part of the control flow shown in FIG. 20 may be changed to a control flow shown in FIG.
In the control flow shown in FIG. 21, the control circuit 101 stops the door 3 in response to a stop command (input of an abnormal signal SX) during the automatic opening / closing operation of the door 3, and then the load load value R and the second threshold value T2. Are compared (step S15). Then, when the load load value R is equal to or greater than the second threshold value T2 (that is, when it is necessary to execute the stop control modes 1 and 2), the process shifts to the stop control mode 1 (steps S3 to S6). On the other hand, when the load load value R is less than the second threshold value T2 (that is, when it is not necessary to execute the stop control modes 1 and 2), the motor 11 is not executed without executing any stop control modes 1 and 2. The drive is stopped.

Such a control flow can also prevent useless operation of the slide door 3 by implementing the stop control modes 1 and 2 when the vehicle stops on a flat ground.
Further, in the above modification example (examples in FIGS. 20 and 21), an inclination angle measurement sensor 110 is provided as a load load measurement unit that measures a load load from the slide door 3, and the measurement is performed by the inclination angle measurement sensor 110. Although the load load value R is calculated based on the inclination angle of the vehicle body, the present invention is not particularly limited to this. For example, a door movement detection device that detects the position and speed of the slide door 3 may be provided, and the movement acceleration of the door 3 and the load load value R may be calculated based on the measurement result of the door movement detection device.

Next, a technical idea that can be grasped from the above embodiment and another example will be added below.
(A) The driving shaft and the driven shaft are connected based on the driving force of the motor, and the driving force of the motor is transmitted from the driving shaft to the driven shaft side to automatically open and close the vehicle door, while driving the motor In a vehicle door opening and closing device having a mechanical clutch that reduces the operating load when the door is manually opened and closed by disconnecting the driven shaft from the drive shaft when stopped, the clutch is equivalent to the load on the door side A first operating region where the drive shaft and the driven shaft are connected when the driving force of the motor is generated, and the driving shaft and the driven shaft with the driving force of the motor equivalent to the load load. A control method for a vehicle door opening and closing device in which a configuration having a second operation region in which the connection state with the second operation region cannot be maintained is used,
When a stop command is generated during the automatic opening / closing operation of the door, the driving force of the motor that balances the load load is generated in a situation where the clutch is in the first operation region in relation to the load load. In the situation where the clutch is in the second operating region in relation to the load and the first door stop control for stopping the door through the connection, the drive shaft and the driven shaft are driven by the driving force of the motor. Vehicular door opening / closing device for performing second door stop control for performing apparent opening / closing of the door by repeatedly performing reverse rotation driving of the motor while connecting and performing a minute opening / closing operation of the door Control method.

  DESCRIPTION OF SYMBOLS 1 ... Sliding door opening / closing device (vehicle door opening / closing device), 3 ... Sliding door (door), 11 ... Motor, 12 ... Motor main body (motor), 20 ... Rotating shaft (drive shaft), 32 ... Worm shaft (driven shaft) ), 50... Clutch, 100... Controller (control device), 101... Control circuit (load load measurement unit), 110... Tilt angle measurement sensor (load load measurement unit), A 1. Area, SX ... Abnormal signal (stop command).

Claims (7)

Based on the driving force of the motor, the driving shaft and the driven shaft are connected to transmit the driving force of the motor from the driving shaft to the driven shaft side to automatically open and close the vehicle door. In a vehicle door opening and closing device having a mechanical clutch that reduces the operating load during manual opening and closing of the door by disconnecting the driven shaft from the drive shaft, the clutch is the motor equivalent to the load load on the door side. When the driving force is generated, the driving shaft and the driven shaft are connected to each other, and the driving force of the motor equivalent to the load load is connected to the driving shaft and the driven shaft. A control device for a vehicle door opening and closing device in which a configuration having a second operating region whose state cannot be maintained is used,
When a stop command is generated during the automatic opening / closing operation of the door, the driving force of the motor that balances the load load is generated in a situation where the clutch is in the first operation region in relation to the load load. In the situation where the clutch is in the second operating region in relation to the load and the first door stop control for stopping the door through the connection, the drive shaft and the driven shaft are driven by the driving force of the motor. Vehicular door opening / closing device for performing second door stop control for performing apparent opening / closing of the door by repeatedly performing reverse rotation driving of the motor while connecting and performing a minute opening / closing operation of the door Control device. The control device for a vehicle door opening and closing device according to claim 1,
When a stop command is generated during the automatic opening / closing operation of the door, first, the first door stop control is attempted, and when the door cannot be stopped by the first door stop control, the second door stop control is performed. A control device for a vehicle door opening and closing device. The control device for a vehicle door opening and closing device according to claim 1,
When a stop command is generated during the automatic opening / closing operation of the door, it is determined based on the load load whether the clutch is in the first operation region or the second operation region,
When it is determined that the clutch is in the second operating region, the second door stop control is performed without performing the first door stop control. In the control device for a vehicle door opening and closing device according to claim 1 or 3,
When a stop command is generated during the automatic opening / closing operation of the door, it is determined whether or not the first and second door stop control needs to be performed based on the load load,
When it is determined that it is not necessary to perform the first and second door stop controls, the motor is brought into a drive stop state without performing the first and second door stop controls. Control device for switchgear. Based on the driving force of the motor, the driving shaft and the driven shaft are connected to transmit the driving force of the motor from the driving shaft to the driven shaft side to automatically open and close the vehicle door. In a vehicle door opening and closing device having a mechanical clutch that reduces the operating load during manual opening and closing of the door by disconnecting the driven shaft from the drive shaft, the clutch is the motor equivalent to the load load on the door side. When the driving force is generated, the driving shaft and the driven shaft are connected to each other, and the driving force of the motor equivalent to the load load is connected to the driving shaft and the driven shaft. A vehicle door opening and closing device in which a configuration having a second operating region whose state cannot be maintained is used,
When a stop command is generated during the automatic opening / closing operation of the door, the driving force of the motor that balances the load load is generated in a situation where the clutch is in the first operation region in relation to the load load. In the situation where the clutch is in the second operating region in relation to the load and the first door stop control for stopping the door through the connection, the drive shaft and the driven shaft are driven by the driving force of the motor. A control device is provided that performs second door stop control for performing an apparent stop of the door by performing a minute opening and closing operation of the door by repeatedly rotating the motor in reverse while connecting. Vehicle door opening and closing device. The vehicle door opening and closing device according to claim 5,
A load measuring unit for measuring the load,
When the stop command is generated during the automatic opening / closing operation of the door, the control device determines whether the clutch is in the first operation region or the second operation region in the measurement result of the load load measurement unit. If the clutch is determined to be in the second operating region, the second door stop control is performed without performing the first door stop control. apparatus. The vehicle door opening and closing device according to claim 5 or 6,
A load measuring unit for measuring the load,
When a stop command is generated during the automatic opening / closing operation of the door, the control device determines whether or not the first and second door stop control needs to be performed based on the measurement result of the load load measuring unit, When it is determined that it is not necessary to perform the first and second door stop controls, the motor is brought into a drive stop state without performing the first and second door stop controls. Switchgear.