JP2013256158A - Vehicular seat control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicular seat control device capable of controlling the frequency of achieving the additional operations for correcting the detection value of the operational position.SOLUTION: Each ECU detects the operational position X of an object to be controlled by counting a seat component as the object to be controlled (the object to be detected) and the pulse signal Sp synchronous to the steering operation. Further, each ECU performs the antitheft control so that the seating becomes difficult by operating each seat component and the steering in the direction in which the spacing between each component and the steering is narrowed for the seat provided at a driver's seat after occupants get off the vehicle. Each ECU corrects the detection value of the operational position X by confirming that each seat component and the steering reach their operational limit based on the output change of the detected pulse signal Sp when performing the antitheft control.

Description

  The present invention relates to a vehicle seat control device.

2. Description of the Related Art Conventionally, there is a vehicle seat control device that controls an operation position of a seat component that is provided with a drive source and can be adjusted in position, such as a seat cushion and a seat back.
For example, the vehicle seat described in Patent Document 1 is provided with a seat slide device that can adjust a slide position (slide position of a seat) of a seat cushion as a seat component by driving a motor. In addition, the control device detects the operation position of the seat cushion by counting pulse signals synchronized with the operation of the seat cushion output from the motor rotation sensor. Then, based on the detected operation position, control (so-called memory seat function) such as returning the seat cushion to the position before the change again after the change of the operation position is performed.

  However, such a relative position detection method based on counting of pulse signals has an advantage that the configuration is simple, but there is a problem that detection errors are likely to accumulate. Therefore, it can be considered that the detection value of the operation position is corrected by confirming that the seat component has reached the operation limit based on the output change of the pulse signal. That is, when the seat component reaches the operation limit, the output level of the pulse signal becomes constant. Then, by clearing the count value of the pulse signal with the operation position at this time as the origin, the accumulated detection error can be eliminated.

JP 2001-277909 A

  However, in the case of a vehicle seat, the seat component rarely reaches the operating limit in a normal use state, and in order to correct the detection value as described above, the seat is at any timing. It is necessary to operate the component to the operating limit. In addition, there is a problem that the additional operation for correcting the detected value of the operation position contributes to shortening the service life. In this respect, there is still room for improvement.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a vehicle seat capable of suppressing the frequency with which an additional operation for correcting the detection value of the operation position is performed. It is to provide a control device.

  In order to solve the above problems, the invention according to claim 1 controls the operation position of a seat component provided with a drive source so as to be position-adjustable and synchronized with the operation of the seat component. In the vehicle seat control device for detecting the operating position of the seat component by counting the number of pulse signals, the variable boarding / exiting capability for changing the passenger's boarding / exiting performance by operating the seat component to a position corresponding to the operating limit A control value, and a detection value correction unit that corrects the detection value of the operation position by confirming that the operation limit has been reached based on a change in the output of the pulse signal when executing the variable boarding / alighting control for changing the boarding / alighting property. The gist is to provide.

  According to the above configuration, it is possible to confirm that the seat component has reached the operation limit by a series of operations in the variable boarding / exiting control. Thus, it is possible to suppress the frequency with which an additional operation for correcting the detected value of the operation position is performed and to extend the service life.

  According to a second aspect of the present invention, the boarding / alighting variable control includes a control for making seating on the seat difficult by reducing the boarding / alighting performance by narrowing an interval between the seat component and the steering. The gist.

  That is, normally, in such antitheft control, the seat component is controlled to a position corresponding to the operation limit. Therefore, it is possible to confirm that the operation limit of the seat component has been reached by the series of operations. Thereby, it is possible to suppress the frequency with which an additional operation for correcting the detected value of the operation position is performed.

The gist of the invention described in claim 3 is that the variable entry / exit control includes control for improving the entry / exit.
That is, normally, in such control for improving the boarding / exiting ability, the seat component is controlled to a position corresponding to the operation limit. Therefore, it is possible to confirm that the operation limit of the seat component has been reached by the series of operations. Thereby, it is possible to suppress the frequency with which an additional operation for correcting the detected value of the operation position is performed.

The gist of the invention described in claim 4 is that the correction control of the detection value is performed when the variable boarding / exiting control is executed a predetermined number of times.
According to the above configuration, the frequency at which an additional operation for correcting the detection value of the operation position is further suppressed. And thereby, the lifetime can be further extended.

The gist of the invention of claim 5 is that the detection value correction control is performed when no occupant is seated on the seat.
According to the above configuration, the influence of the occupant seated on the seat can be eliminated. As a result, high safety can be ensured and the detected value can be corrected with high accuracy. Further, by avoiding the limit driving in the high load state, the service life can be further extended.

The gist of the invention described in claim 6 is that the variable entry / exit control includes control for moving at least a seat cushion to a position corresponding to the operation limit on the vehicle front side.
That is, since the seat cushion is frequently adjusted in position, a detection error is likely to occur at the operation position. Therefore, according to the said structure, a more remarkable effect can be acquired.

The gist of the invention described in claim 7 is that the variable entry / exit control includes control for tilting at least the seat back to a position corresponding to the operation limit on the vehicle front side.
That is, since the seat back is frequently adjusted in position, a detection error is likely to occur at the operation position. Therefore, according to the said structure, a more remarkable effect can be acquired.

  ADVANTAGE OF THE INVENTION According to this invention, the vehicle seat control apparatus which can suppress the frequency in which the additional operation | movement for correct | amending the detection value of an operation position is performed can be provided.

1 is a schematic configuration diagram of a vehicle including a seat control device according to the present invention. 1 is a block diagram showing a schematic configuration of a seat control device (tilt & telescopic control device) according to the present invention. The flowchart which shows the process sequence of an operation position detection. Explanatory drawing which shows the aspect of antitheft control. The flowchart which shows the process sequence of the start and completion | finish of antitheft control. The flowchart which shows the process sequence of anti-theft control and correction | amendment control of an operation position detected value.

DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, an embodiment of the invention will be described with reference to the drawings.
As shown in FIG. 1, a seat 2 mounted on a vehicle 1 is provided so as to be tiltable with respect to a seat cushion 3 provided so as to be relatively movable with respect to a vehicle floor F and a rear end portion of the seat cushion 3. The seat back 4 is provided. A headrest 5 is provided at the upper end of the seat back 4.

  The seat 2 is provided with a plurality of actuators 10 (10a to 10d). The seat 2 of the present embodiment is a so-called power seat that can adjust the operating position of the seat constituent element SE (the seat cushion 3 and the seat back 4) based on the drive output of each of the actuators 10 (10a to 10d). It is configured as.

  Specifically, as shown in FIG. 2, each actuator 10 includes a motor 12 and a speed reducer 13 that decelerates and outputs the motor rotation. Each actuator 10 is connected to the position adjusting mechanism 14 of each seat component SE to be driven.

  Specifically, as shown in FIGS. 1 and 2, the seat 2 of the present embodiment has a sliding operation of the seat cushion 3 (back and forth movement: see FIG. 1) as the position adjustment mechanism 14. , A well-known seat slide mechanism 14a for conversion in the horizontal direction) is provided. That is, in this embodiment, the seat 2 moves in the front-rear direction of the vehicle as a whole by the sliding operation of the seat cushion 3. Further, the seat 2 is provided with a known seat lift mechanism 14b that converts the drive output of the actuator 10b into a lift operation (vertical movement: see FIG. 1, vertical direction) of the seat cushion 3. Further, a known seat tilt mechanism 14c is provided that converts the drive output of the actuator 10c into a tilt operation (tilt operation: see FIG. 1, tilt in the vertical direction) of the seat cushion 3 (the front end portion thereof). Further, the seat 2 is provided with a known seat reclining mechanism 14d that converts the drive output of the actuator 10d into a reclining operation (tilting operation: see FIG. 1, tilting in the left-right direction) of the seat back 4. In the seat 2 of the present embodiment, a seat slide device, a seat lift device, and a seat tilt device that can be adjusted by motor drive by the actuators 10 (10a to 10d) and the position adjustment mechanisms 14 (14a to 14d). And a seat reclining device is formed.

  Moreover, as shown in FIG. 2, each actuator 10 is connected to ECU20 (20A). The motor 12 serving as the drive source rotates based on the drive power supplied from the ECU 20. That is, the ECU 20 (20A) controls the operation of each actuator 10 (10a to 10d) through the supply of driving power to the motor 12. In this embodiment, the ECU 20 (20A) determines the operation position X of each seat component SE, that is, the slide position Xa, the lift position Xb, the tilt position Xc of the seat cushion 3, and the reclining position Xd of the seat back 4. A controllable seat control device is configured.

  More specifically, in this embodiment, the motor 12 of each actuator 10 (10a to 10d) is provided with a rotation sensor 17 that outputs a pulse signal Sp synchronized with the motor rotation. That is, the pulse signal Sp output from the rotation sensor 17 is synchronized with the operation of the seat component SE driven by each actuator 10 (10a to 10d) using the motor 12 as a drive source. The ECU 20 (20A) of the present embodiment is configured to detect the operation position X (Xa to Xd) of the seat component SE by counting (integrating) the pulse signal Sp.

  Specifically, as shown in the flowchart of FIG. 3, in the operation position detection process, the ECU 20 (20A) first specifies the operation direction of the seat constituent element SE to be controlled (step 101). Note that the ECU 20 (20A) of the present embodiment specifies the operation direction based on the energization direction to the motor 12. Next, the ECU 20 (20A) determines whether or not a pulse change of the pulse signal Sp (a pulse edge specified in advance or falling) is detected (step 102). If a pulse change is detected (step 102: YES), the sheet change is counted by counting the pulse change according to the operation direction specified in step 101 (pulse signal count, step 103). The operation position X (Xa to Xd) of the element SE is detected (step 104).

  If no pulse change is detected in step 102 (step 102: NO), the process of step 103 is not executed. That is, the count value of the pulse signal Sp and the detected value of the operation position X based on the count value are maintained at the immediately preceding values.

  As shown in FIG. 1, in the present embodiment, an operation input signal Ssw1 corresponding to an operation input to the operation switch is input to the ECU 20A as the seat control device. Such an operation switch is provided at, for example, the side end of the seat 2. Further, an occupant detection signal Soc output from an occupant detection sensor (not shown) provided on the seat 2 is input to the ECU 20A, and an ignition signal Sig, a door lock signal Slc, and a security signal are transmitted via the in-vehicle network 21. Various other control signals such as Ssc are input. Then, the ECU 20A executes the position adjustment control based on the input control signals and the operation position X (Xa to Xd) of the seat constituent element SE to be controlled.

  Here, the vehicle 1 according to the present embodiment is provided with a steering device 31 having a drive source and capable of adjusting the arrangement of the steering ST, like the seat 2 configured as a power seat as described above.

  More specifically, the steering device 31 of the present embodiment is a known tilt mechanism that can adjust the tilt angle (tilt position Xe) of the steering ST in the vertical direction of the vehicle 1 and the position of the steering ST in the front-rear direction (telescopic position Xf). It is equipped with a well-known telescopic (telescopic) mechanism that can be adjusted. In addition, the steering column 32 disposed in the passenger compartment R together with the steering ST is provided with actuators 10 (10e, 10f) for driving the tilt mechanism and the telescopic mechanism. Further, each of these actuators 10 (10e, 10f) is connected to the ECU 20 (20B). In this embodiment, the ECU 20 (20B) constitutes a tilt and telescopic control device that can control the operation position X (Xe, Xf) related to the arrangement of the steering wheel ST.

  Specifically, as shown in FIG. 2, each of these actuators 10 (10e, 10f) is similar to each actuator 10 (10a to 10d) on the seat 2 side, and a motor 12 as a drive source and its motor A tilt mechanism 14e serving as a position adjusting mechanism 14 and a speed reducer 13 that outputs to the telescopic mechanism 14f are provided. The ECU 20 (20B) controls the operation of each actuator 10 (10e, 10f) through the supply of driving power to the motor 12.

  Similarly to the actuators 10 (10a to 10d) on the seat 2 side, the actuators 10 (10e and 10f) have their motors rotated, that is, the operation of the steering ST driven by the actuators 10 (10e and 10f). A rotation sensor 17 that outputs a synchronized pulse signal Sp is provided. Then, the ECU 20B as the tilt & telescopic control device counts the pulse signal Sp output from the rotation sensor 17 in the same manner as the ECU 20A as the seat control device, so that the operation relating to the arrangement of the steering ST to be controlled is performed. A position X (Xe, Xf) is detected.

  The operation position detection processing procedure is the same as that for each seat component SE shown in FIG. 3 except that the detection target (control target) is the operation position X (tilt position Xe and telescopic position Xf) related to the arrangement of the steering ST. Is the same as the processing procedure of the operation position detection.

  Further, as shown in FIG. 1, an operation input signal Ssw2 corresponding to an operation input to an operation switch (not shown) provided in the steering column 32 or the like is input to the ECU 20B. In addition, various control signals such as an ignition signal Sig, a door lock signal Slc, and a security signal Ssc are input to the ECU 20B via the in-vehicle network 21 in the same manner as the ECU 20A. And ECU20B becomes a structure which performs the position adjustment control based on each input control signal and the operation position X (Xe, Xf) regarding arrangement | positioning of the steering ST made into the control object.

(Anti-theft control and operation position detection value correction control)
Next, the anti-theft control and the operation position detection value correction control executed by each ECU 20 (20A, 20B) will be described.

  In the vehicle 1 of the present embodiment, after the passenger gets off, the anti-theft control using the position adjustment function of the seat 2 configured as a power seat and the steering device 31 as described above is executed. Specifically, as shown in FIG. 4, with respect to the seat 2 provided in the driver's seat, the seat constituent element SE and the steering ST are arranged in a direction in which the interval between the seat constituent element SE and the steering ST is narrowed. Make it work. And it is the structure which makes the vehicle 1 the state which cannot drive | operate by making the seating on the seat 2 difficult by reducing that boarding / exiting property.

  More specifically, the ECU 20A as the seat control device operates the seat cushion 3 and the seat back 4 as the seat components SE to positions corresponding to the operation limits so that the distance from the steering ST is narrowed. Specifically, the ECU 20A moves the slide position Xa of the seat cushion 3 and the reclining position Xd of the seat back 4 to a position corresponding to the operation limit on the vehicle front side (right side in FIG. 4). The ECU 20A further moves the lift position Xb and tilt position Xc of the seat cushion 3 to a position corresponding to the operation limit on the upper side of the vehicle (upper side in the figure).

  On the other hand, the ECU 20B as the tilt & telescopic control device moves the tilt position Xe of the steering ST to a position corresponding to the operation limit on the vehicle lower side (lower side in the figure). Then, the ECU 20B moves the telescopic position Xf of the steering ST to a position corresponding to the operation limit on the vehicle rear side (left side in the figure).

  More specifically, as shown in the flowchart of FIG. 5, each ECU 20 (20A, 20B) as the variable boarding / alighting control means (theft prevention control means) receives the ignition signal Sig and the door lock signal input as described above. Based on Slc, security signal Ssc, etc., the start determination of the antitheft control is executed (step 201 to step 203).

  Specifically, each ECU 20 determines whether or not the engine has stopped (engine stop determination, step 201), whether or not the door of the vehicle 1 has been locked (door lock determination, step 202), and the vehicle interior R. It is determined whether there is no passenger (passenger getting off determination, step 203). When each ECU 20 satisfies all the determination conditions of the above steps 201 to 203 (step 201 to step 203: all “YES”), that is, the engine is stopped, the door is locked, and the vehicle interior R When no occupant is present, the above-described anti-theft control is executed (step 204).

  When any of the determination conditions in steps 201 to 203 is not satisfied (step 201 to step 203: “NO” in any case), each ECU 20 does not execute the processing after step 204 shown below.

  Each ECU 20 of the present embodiment executes anti-theft control in the above step 204, and after shifting the interval between each seat component SE and the steering ST, shifts to a standby state (step 205). At this time, the vehicle 1 is under security monitoring control by a security ECU (not shown) (security mode). Each ECU 20 determines whether the door lock of the vehicle 1 is periodically released at a predetermined timing after the transition to the standby state (door lock release determination, step 206). The standby state is maintained until the door lock is released (step 206: NO).

  Further, when it is determined in step 206 that the door lock has been released (step 206: YES), each ECU 20 operates the operation position of the control object (each seat component SE and steering ST) changed in the antitheft control. X (Xa to Xf) is returned to the operation position before executing the antitheft control (operation position recovery control, step 207). In this embodiment, a regular occupant can sit on the seat 2.

  Further, in the present embodiment, each ECU 20 determines whether the control target is based on the output change of the pulse signal Sp synchronized with the operation of the control target when the anti-theft control is executed (see step 204). Check that the operating limit has been reached. Then, with the operation position at this time as the origin (X = 0), the detection value of the operation position X (Xa to Xf) is corrected (correction control of the operation position detection value).

  More specifically, as shown in the flowchart of FIG. 6, each ECU 20 first increments the number of executions n of the antitheft control in the antitheft control (n = n + 1, step 301). Then, as a preparatory process for the operation position recovery control (see FIG. 5, step 206) executed after the door lock is released again as described above, the operation position X (Xa to Xf) to be controlled before the change is stored. (Step 302).

  Next, each ECU 20 drives each seat component SE and steering ST to be controlled in the direction of the anti-theft position, that is, in a direction to narrow the interval between each seat component SE and the steering ST (step 204). ). That is, the “anti-theft position” is a position corresponding to the operation limit in the direction of narrowing the distance between each seat component SE and the steering ST. In this embodiment, a predetermined range (0 to X0) near the origin is set. The “theft prevention position” is set. Each ECU 20 continues to drive the control object until the control object reaches the anti-theft position (X> X0, step 304: NO).

  Next, when the control target reaches the anti-theft position (X ≦ X0, step 304: YES), each ECU 20 as the detection value correcting means has the predetermined number of times n of the anti-theft control incremented in step 301 above. It is determined whether or not the number n0 has been reached (step 305). When the number of executions n reaches the predetermined number n0 (n ≧ n0, step 305: YES), an operation limit arrival determination (step 306) based on the output change of the input pulse signal Sp is executed. However, the driving in the direction is continued until it is confirmed that the operation limit is reached (step 307: NO).

  Here, in the present embodiment, the determination of reaching the operation limit in step 306 is performed by determining whether or not the output level of the pulse signal Sp has changed (becomes constant). When it is confirmed that the operation limit has been reached (step 307: YES), each ECU 20 clears the number of executions n (n = 0, step 308) and sets its position as the origin (X = 0). Then, the detected value of the operating position X is corrected (step 309).

  The correction processing of the operation position detection value in step 309 is performed by clearing the detection value of the operation position X and the count value (pulse counter) of the pulse signal Sp. When it is determined in step 305 that the anti-theft control execution number n has not reached the predetermined number n0 (step 305: NO), the processes in steps 306 to 309 are not executed.

Next, the operation of the anti-theft control configured as described above and the operation position detection value correction control will be described.
That is, when the anti-theft control is executed, the distance between the seat constituent elements SE and the steering wheel ST is narrowed, so that the boarding / alighting performance of the seat 2 is lowered. This makes it difficult to drive the vehicle 1 by making it difficult to sit on the seat 2.

  Further, in this anti-theft control, each seat component SE and steering ST operate to a position corresponding to the operation limit. Accordingly, along with the execution of the anti-theft control, the detection values of the operation positions X (Xa to Xf) are corrected by correcting the detection values of the operation positions X (Xa to Xf) of the seat components SE and the steering wheel ST. It is possible to suppress the frequency at which an additional operation for correcting is performed. Further, by setting the execution timing of the correction control as “when the anti-theft control is executed a predetermined number of times”, a more remarkable suppression effect can be obtained.

As described above, according to the present embodiment, the following effects can be obtained.
(1) Each ECU 20 (20A, 20B) counts the pulse signal Sp synchronized with the operation of the seat constituent element SE and the steering wheel ST to be controlled (detection target) to thereby determine the operation position X of the control target. (Xa to Xf) are detected. Further, each ECU 20 (20A, 20B), after the passenger gets off, the seat component SE and the seat component SE and the steering ST in the direction in which the interval between the seat component SE and the steering ST becomes narrower. By operating the steering ST, anti-theft control that makes it difficult to sit is executed. Then, each ECU 20 (20A, 20B) confirms that each seat component SE and steering ST has reached the operating limit based on the change in the output of the detected pulse signal Sp during the execution of the anti-theft control. By confirming, the detected value of the operation position X (Xa to Xf) is corrected.

  That is, in the anti-theft control, the seat constituent element SE and the steering wheel ST are controlled to positions corresponding to their operation limits. Therefore, according to the above-described configuration, it is possible to confirm that the seat constituent elements SE and the steering ST have reached the operation limits by a series of operations in the antitheft control. Thus, the frequency of the additional operation for correcting the detected value of the operation position X (Xa to Xf) is suppressed, and the service life can be extended.

  (2) The control for correcting the detected value of the operation position X (Xa to Xf) is performed when the anti-theft control is executed a predetermined number of times. By setting it as such a structure, the frequency where the additional operation | movement for performing the correction | amendment is performed is further suppressed. And thereby, the lifetime can be further extended.

  (3) The control for correcting the detected value of the operation position X (Xa to Xf) is performed in a state where there is no passenger in the passenger compartment R after the passenger gets off. Thereby, the influence of the passenger | crew who seated on the seat 2 can be excluded. As a result, high safety can be ensured and the detected value can be corrected with high accuracy. Further, by avoiding the limit driving in the high load state, the service life can be further extended.

In addition, you may change the said embodiment as follows.
As long as the rotation sensor 17 can output a pulse signal Sp synchronized with the operation of each seat constituent element SE and steering ST that is the detection target of the operation position X (Xa to Xf), the type of the rotation sensor 17 is magnetic. Any type such as a formula, an optical type, or a contact type may be used. Further, the arrangement thereof is not limited to the motor 12, and may be a configuration provided in other places such as the speed reducer 13.

  In the above-described embodiment, both the ECU 20A as the seat control device and the ECU 20B as the tilt & telescopic control device respectively provide the anti-theft control and the operation position detection value for each seat component SE and steering ST that are the control targets. The correction control was executed. However, the present invention is not limited to this, and only the ECU 20A as the seat control device may execute the anti-theft control and the correction control of the operation position detection value for each seat component SE. Note that the situation where such a configuration is applied includes, for example, a case where the tilt & telescopic function is a manual type.

  Further, when either the tilt function or the telescopic function of the steering device 31 can be controlled by the drive source, the anti-theft control and the operation position detection value for the steering ST of only one controllable by the drive source. It is good also as a structure which performs correction | amendment control. And even if it has a tilt function and a telescopic function which can be controlled by a drive source, it is good also as a structure which does not perform anti-theft control and correction control of an operation position detection value about steering.

  -In above-mentioned embodiment, each ECU20 (20A, 20B) decided to perform correction | amendment control of the operation position detected value collectively at the time of execution of antitheft control. However, the operation position of the seat component SE is not necessarily limited to the execution of the anti-theft control as described above, and other operations that change the passenger's boarding / exitability by operating the seat component SE to a position corresponding to the operation limit. It is good also as a structure which correct | amends the detected value at the time of execution of variable boarding / exiting control.

  For example, when the walk-in control is performed to improve the occupant's ability to get on and off the rear seat or the adjacent seat by a so-called walk-in operation, the seat cushion 3 moves to a position corresponding to the operation limit on the front side of the vehicle, and the seat back 4 Tilts to a position corresponding to the operation limit on the vehicle front side. Therefore, when the walk-in control is executed, the detection value correction control is performed for the slide position Xa of the seat cushion 3 and the reclining position Xd of the seat back 4, thereby obtaining the same effect as in the above embodiment. be able to.

  In addition, when performing various types of variable entry / exit control for moving the seat constituent element SE to a position corresponding to the operation limit in order to improve the entry / exit of the seat 2 itself, the correction control of the operation position detection value is also performed. It is good to execute.

  For example, as the boarding / exiting variable control for improving the boarding / exiting performance of the seat 2 itself, the seat slide control for moving the seat cushion 3 to the position corresponding to the operation limit on the rear side of the vehicle or the operation limit on the upper side of the vehicle is used. For example, a seat lift control for moving to a corresponding position can be given. In addition, when these seat slide control and seat lift control are executed, the detection value correction control is performed for the corresponding slide position Xa and lift position Xb of the corresponding seat cushion 3 to achieve the same effect as in the above embodiment. Can be obtained.

  Furthermore, it is good also as a structure which performs correction | amendment control of the operation position detection value in both the boarding / alighting variable control which improves such boarding / alighting, and the said antitheft control which reduces boarding / alighting property.

  In the above-described embodiment, the seat 2 is formed with a seat slide device, a seat lift device, a seat tilt device, and a seat reclining device that can be adjusted by driving a motor. Then, the ECU 20A as the seat control device controls each operation position X (Xa to Xd) of the seat cushion 3 and the seat back 4 as the seat constituent element SE provided so as to be adjustable in position. However, the present invention is not limited to this, and at least one seat component SE whose position can be adjusted by the drive source, including its operation direction, may be used. The seat slide device, the seat lift device, the seat tilt device, and the seat reclining device The present invention may be applied to a configuration in which any one or a plurality of them do not exist. Then, for example, the headrest 5 or a seat provided with other seat constituent elements SE whose position can be adjusted by motor driving, such as a side support, an armrest, and an ottoman, may be embodied.

  In the above embodiment, the ECU 20A as the seat control device controls the operation positions X (Xa to Xd) of the seat cushion 3 and the seat back 4. However, the present invention is not limited to this, and a separate ECU that controls the operation of each of the seat slide device, the seat lift device, the seat tilt device, and the seat reclining device is provided. Each ECU may be configured as a seat control device to execute the antitheft control and the correction control of the operation position detection value within the controllable range.

  The interval of the anti-theft control for executing the correction control of the operation position detection value, that is, the predetermined number n0 set to the execution number n of the anti-theft control is individually set for each detection value of the operation position X (Xa to Xf). It is good to set.

  In the above embodiment, the absence of an occupant in the passenger compartment R is set as a start condition for the antitheft control and the correction control of the operation position detection value (see FIG. 5, step 203). However, the present invention is not limited to this. For example, when the variable boarding / exiting control for improving the boarding / exiting performance is performed, it is determined that the occupant is not seated on the seat 2 to be controlled. You may make it the start condition about.

Next, technical ideas that can be grasped from the above embodiments will be described together with effects.
(A) The seat component includes at least a seat cushion provided so as to be relatively movable with respect to the vehicle floor.

(B) The seat component includes at least a seat back provided to be tiltable with respect to the seat cushion.
In other words, the seat cushion and the seat back are frequently adjusted in position. Therefore, it is also a seat component that tends to cause a detection error in its operating position. Therefore, a more remarkable effect can be acquired by applying to such a thing.

(C) The seat cushion can be adjusted at least in the vehicle longitudinal direction.
(D) The seat cushion can be adjusted at least in the vehicle vertical direction.

  (E) The seat cushion is characterized in that a front end portion thereof can tilt at least with respect to a vehicle floor.

  DESCRIPTION OF SYMBOLS 1 ... Vehicle, 2 ... Seat, SE ... Seat component, 3 ... Seat cushion, 4 ... Seat back, 10 (10a, 10b, 10c, 10d, 10e, 10f) ... Actuator, 12 ... Motor (drive source), 14 ... Position adjustment mechanism, 14a ... Seat slide mechanism, 14b ... Seat lift mechanism, 14c ... Seat tilt mechanism, 14d ... Seat reclining mechanism, 14e ... Tilt mechanism, 14f ... Telescopic mechanism, 17 ... Rotation sensor, 20 (20A, 20B) ... ECU (amountability control means, detection value correction means, 20A: seat control device, 20B: tilt & telescopic control device), ST ... steering, 31 ... steering device, 32 ... steering column, F ... vehicle floor, R ... Car compartment, Sp ... pulse signal, X ... operation position, Xa ... slide position, Xb ... lift position, Xc: tilt position, Xd: reclining position, Xe: tilt position, Xf: telescopic position, n: number of executions, n0: predetermined number of times, Soc: occupant detection signal, Ssc: occupant detection signal.

Claims (7)

The operation position of the sheet component that has a drive source and can be adjusted is controlled, and the operation position of the sheet component is detected by counting pulse signals synchronized with the operation of the sheet component. In a vehicle seat control device,
A boarding / alighting variable control means for operating the seat component to a position corresponding to a motion limit to change a boarding / alighting ability of the occupant;
Detection value correction means for correcting the detection value of the operation position by confirming that the operation limit has been reached based on the output change of the pulse signal when executing the variable control for changing the boarding / exiting property;
A vehicle seat control device. The vehicle seat control device according to claim 1,
The boarding / exiting variable control includes control for making seating on the seat difficult by narrowing an interval between the seat component and the steering to reduce the boarding / exiting,
A vehicle seat control device. In the vehicle seat control device according to claim 1 or 2,
The boarding / exiting variable control includes control for improving the boarding / exiting;
A vehicle seat control device. In the vehicle seat control device according to any one of claims 1 to 3,
The vehicle seat control device according to claim 1, wherein the detection value correction control is performed when the variable entry / exit control is executed a predetermined number of times. In the vehicle seat control device according to any one of claims 1 to 4,
The detection value correction control is performed when no occupant is seated on the seat,
A vehicle seat control device. In the vehicle seat control device according to any one of claims 1 to 5,
The boarding / alighting variable control includes a control for moving at least a seat cushion to a position corresponding to the operation limit on the front side of the vehicle. In the vehicle seat control device according to any one of claims 1 to 6,
The vehicle occupancy variable control includes a control for tilting at least a seat back to a position corresponding to the operation limit on the front side of the vehicle.