JP5544093B2 - Vehicle seat control device - Google Patents

Description

  According to the present invention, when the vehicle travels on a curve, the first support amount of the first support member of the seat that supports the right side of the occupant seated on the vehicle seat, and the second of the seat that supports the left side of the occupant. The present invention relates to a vehicle seat control device that performs side support control for adjusting a second support amount of a support member.

  In the device described in Patent Document 1, when the vehicle travels on a curve, the seat of the seat that supports the right side of the occupant is suppressed in order to prevent the occupant's body seated on the seat from tilting outward due to centrifugal force. Side support control is performed to adjust the positions of the first support member and the second support member of the seat that supports the left side of the passenger. Specifically, the load (centrifugal force) applied to the occupant is predicted based on the curve information and the vehicle speed, and both the first and second support members move in a direction approaching the occupant according to the predicted load. Be made. As a result, the force to pinch the side of the occupant from the left and right (hereinafter referred to as “holding force”) can be increased, and the occupant's body can be restrained from tilting outward and maintain an appropriate seating posture. Can be done.

JP 2004-042792 A

  By the way, in the side support control as described above, even if the movement amount of the first and second support members in the “direction approaching the occupant” is the same, the effect of increasing the holding force is the physique of the occupant (body Width). Specifically, in the case of a thin occupant, it is difficult to increase the holding force, and it is difficult to suppress the occupant's body from tilting outward. On the other hand, in the case of a fat occupant, the holding force is excessively increased, and the occupant's body may be restrained from tilting outward, but may give a tight feeling (compression) to the occupant.

  An object of the present invention is to provide a vehicle seat control apparatus capable of executing suitable side support control regardless of the occupant's physique.

  A vehicle seat control apparatus according to the present invention includes a first support amount (Spt1l) of a first support member (BZ1) provided on the seat (SHT) that supports the right side of an occupant seated on a vehicle seat (SHT). , Spt1r) and side support control means for performing side support control for adjusting the second support amount (Spt2l, Spt2r) of the second support member (BZ2) provided on the seat (SHT) supporting the left side of the occupant And a turning direction calculating means for calculating the turning direction (Dvh, Dcv) of the vehicle. Curve information acquisition means for acquiring information (Rc, Pc) of a curve ahead of the vehicle, vehicle position acquisition means for acquiring the position (Pvh) of the vehicle, vehicle speed acquisition means for acquiring the speed (Vx) of the vehicle In addition, an actual turning state quantity acquisition means for acquiring an actual turning state quantity (Jra) representing the actual turning state of the vehicle may be provided.

  Here, as the configuration of the support member, for example, a configuration in which the position of the support member is adjusted by a linear motion with respect to the seat (occupant), and a configuration in which the position (posture) of the support member is adjusted by a rotational motion with respect to the seat (occupant). A configuration in which the volume of the support member is adjusted by adjusting the amount of fluid in the inflatable / shrinkable chamber formed inside the support member can be mentioned.

  When the position (posture) of the support member is adjusted, the support amount is a movement distance (rotation angle) from the reference position (reference posture) of the support member. When the amount of fluid in the chamber within the support member (the volume of the support member) is adjusted, the amount of support changes from the reference amount of the amount of fluid in the chamber (the change in the volume of the support member from the reference volume). Amount). The reference position (reference posture), reference amount (reference volume), etc. (hereinafter also collectively referred to as “reference state”) may be the state in which the support member is farthest from the occupant, or is operated by the occupant. 1 and the state adjusted by operation of the operation member (MSW) for adjusting 2nd support amount (state at the time of a vehicle straight drive) may be sufficient.

  The turning direction (Dvh) of the vehicle can be calculated based on the actual turning state amount (Jra), for example. The turning direction (Dcv, curve direction) of the vehicle can be calculated based on the curve information (Rc, Pc) (and vehicle position (Pvh)). As the turning direction (Dvh, Dcv), one of straight, left turn, and right turn can be calculated.

  The seat control device according to the present invention is characterized in that the side support control means moves the first support member (BZ1) closer to the occupant when the turning direction (Dvh, Dcv) is the left direction. The first support amount (Spt1l) is adjusted, and the second support amount (Spt2l) is adjusted so that the second support member (BZ2) moves away from the occupant, and the turning direction (Dvh) , Dcv) is in the right direction, the first support amount (Spt1r) is adjusted so that the first support member (BZ1) moves away from the occupant, and the second support member (BZ2). Is configured to adjust the second support amount (Spt2r) so as to move in a direction approaching the occupant.

  According to this, during curve traveling, the support member (outer support member) corresponding to the turning outer side of the first and second support members moves in the “direction approaching the occupant”. Thereby, it can suppress that a passenger | crew's body leans to the turning outer side because a passenger | crew leans on an outer side support member. On the other hand, the support member (inner support member) corresponding to the inside of the turn of the first and second support members moves in the “direction away from the occupant”. Thereby, it can suppress that holding force increases, and can suppress giving a crew member a cramped feeling. That is, regardless of the occupant's physique, the occupant can maintain a proper sitting posture without feeling cramped. Therefore, suitable side support control can be executed regardless of the occupant's physique.

  In addition, as in the device described in the above document, in the side support control, when both the outer and inner support members move in the “direction approaching the occupant”, the holding force is increased (that is, the side portion of the occupant is When the side support control start timing deviates from the timing assumed by the occupant, the occupant tends to feel uncomfortable. On the other hand, in the above configuration, the side portions of the occupant are not sandwiched from the left and right sides in the side support control, so that even when the start timing of the side support control deviates from the timing assumed by the occupant, it is difficult for the occupant to feel uncomfortable.

  The start / end timing of the side support control can be determined based on the actual turning state quantity (Jra). The start timing of the side support control is a timing at which the support amount starts to increase from an initial value (Sm) described later, and the end timing of the side support control is a timing at which the support amount starts to return toward the initial value (Sm). is there.

  The seat control device according to the present invention is provided with an operation amount acquisition means for acquiring an operation amount (Sdr) of an operation member (MSW) for adjusting the first and second support amounts operated by the occupant. In this case, the side support control means determines an initial value (Sm) of the first and second support amounts based on the operation amount (Sdr), and when the vehicle is in a straight traveling state, The second support amount is both adjusted to be the initial value (Sm). Here, the “support amount” is, for example, “0” when the support member is farthest from the occupant, and increases from “0” as the support member approaches the occupant from that state. Can be set to

  Thereby, the passenger | crew can adjust the holding force at the time of a vehicle straight ahead according to one's liking by adjusting the operation amount (Sdr) (hence, initial value (Sm)) of the operation member (MSW). .

  In this case, specifically, the side support control means is configured to prevent the first support member (BZ1) from corresponding to the initial value (Sm) when the turning direction (Dvh, Dcv) is the left direction. The first support amount (Spt1l) is adjusted to move in a direction approaching the occupant, and the second support member (BZ2) is in a state corresponding to the initial value (Sm) (initial state). When the second support amount (Spt2l) is adjusted to move in a direction away from the occupant and the turning direction (Dvh, Dcv) is rightward, the first support member (BZ1) is set to the initial value ( The first support amount (Spt1r) is adjusted so as to move away from the occupant with respect to a state corresponding to Sm) (initial state), and the second support member (B 2) it may be configured to adjust the second support amount (Spt2r) to move in a direction toward the occupant with respect to the state corresponding to the initial value (Sm). As a result, the outer support member moves from the initial state in the “direction approaching the occupant”, and the inner support member moves from the initial state in the “direction away from the occupant”.

  Here, as the operation amount (Sdr) of the operation member (MSW) is larger, the increase amount of the support amount of the outer support member from the initial value (Sm) is set to a smaller value, and the support of the inner support member is set. The amount of decrease from the initial value (Sm) of the amount can be set to a larger value.

  In addition, in the seat control device according to the present invention, when the operation amount acquisition means for acquiring the operation amount (Sdr) of the operation member (MSW) is provided, the operation amount (Sdr) is equal to or less than a first predetermined value (Sd1). In this case, when the turning direction (Dvh, Dcv) is the left direction and the right direction, the first support amount is such that the first support member (BZ1) moves in a direction approaching the occupant with respect to the initial state. (Spt1l, Spt1r) is adjusted, and the second support amount (Spt2l, Spt2r) is adjusted so that the second support member (BZ2) moves in a direction approaching the occupant with respect to the initial state, and the operation is performed. When the amount (Sdr) is greater than the first predetermined value (Sd1) and less than the second predetermined value (Sd2), the turning direction (Dvh, Dcv) is the left direction. The first support amount (Spt1l) is adjusted so that the first support member (BZ1) moves toward the occupant with respect to the initial state, and the second support member (BZ2) is in the initial state. The second support amount (Spt2l) is adjusted so as to move away from the occupant, and when the turning direction (Dvh, Dcv) is rightward, the first support member (BZ1) is The first support amount (Spt1r) is adjusted so as to move away from the occupant with respect to the initial state, and the second support member (BZ2) moves toward the occupant with respect to the initial state. As described above, the second support amount (Spt2r) may be adjusted.

  In other words, when the operation amount (Sdr) is greater than the first predetermined value (Sd1) and less than the second predetermined value (Sd2), the outer support member is moved from the initial state to the “direction approaching the occupant” as described above. ”And the inner support member moves from the initial state in the“ direction away from the passenger ”. On the other hand, when the operation amount (Sdr) is equal to or smaller than the first predetermined value (Sd1), both the outer and inner support members move in the “direction approaching the occupant” from the initial state.

  When the operation amount (Sdr) is equal to or smaller than the first predetermined value (Sd1), that is, when the initial values of the first and second support amounts are sufficiently small, the first, In many cases, the second support member is sufficiently separated from the side of the occupant. In this case, during curve driving, the outer support member is moved from the initial state in the “direction approaching the occupant” to prevent the occupant's body from tilting outward while the inner support member is moved from the initial state to the occupant. Even if it moves in the “direction of approach”, the occupant still does not feel cramped. In addition, if the inner support member is moved from the initial state in the “direction approaching the occupant”, a new outer support member (which was the inner support member) is changed when the turning direction of the vehicle is subsequently switched. The amount of movement at the time of adjustment to the position moved from the initial state to the “direction approaching the occupant” can be reduced. In other words, the control responsiveness when adjusting the support amount of the new outer support member is improved.

  The above configuration is based on such knowledge. According to this, when the operation amount (Sdr) is equal to or less than the first predetermined value (Sd1), that is, when the initial values of the first and second support amounts are sufficiently small, the passenger is not cramped, When the turning direction of the vehicle is switched, the control responsiveness when adjusting the support amount of the new outer support member is improved.

  Here, when the operation amount (Sdr) is equal to or smaller than the first predetermined value (Sd1), the larger the operation amount (Sdr) of the operation member (MSW), the larger the support amount from the initial value (Sm) of the outer support member. The increase amount can be set to a smaller value, and the increase amount from the initial value (Sm) of the support amount of the inner support member can be set to a smaller value. When the operation amount (Sdr) is greater than the first predetermined value (Sd1) and less than the second predetermined value (Sd2), the greater the operation amount (Sdr) of the operation member (MSW), the greater the outer support member. The increase amount from the initial value (Sm) of the support amount can be set to a smaller value, and the decrease amount from the initial value (Sm) of the support amount of the inner support member can be set to a larger value.

  In this case, when the operation amount (Sdr) is equal to or greater than the second predetermined value (Sd2), the side support control unit is configured to perform the first, when the turning direction (Dvh, Dcv) is the left direction and the right direction. It is preferable that both the second support amounts are configured to maintain the initial value (Sm).

  When the operation amount (Sdr) is greater than or equal to the second predetermined value (Sd2), that is, when the initial values of the first and second support amounts are sufficiently large, the holding force is already in the vehicle straight running state (ie, the initial state). Big enough. Therefore, even when the first and second support amounts are maintained at the initial values during the curve running, the occupant's body can be reliably suppressed from tilting outward. The above configuration is based on such knowledge. According to this, when the operation amount (Sdr) is equal to or greater than the second predetermined value (Sd2), that is, when the initial values of the first and second support amounts are sufficiently large, the side support control is performed unnecessarily. Can be suppressed.

  In the seat control device according to the present invention described above, it is provided with curve information acquisition means for acquiring information (Rc, Pc) of the curve ahead of the vehicle, and the side support control means includes the curve information (Rc, Pc). The size of the support amount (Sm, Sa, Sb) may be determined based on the basis.

  Further, in the seat control device according to the present invention, when the emergency state acquisition means for acquiring the emergency state (Jkq, Hkq) of the vehicle is provided, the side support control means has the emergency state (Jkq, Hkq). When acquired, the first support amount (Sqt1) is adjusted so that the first support member (BZ1) moves in a direction approaching the occupant, and the second support member (BZ2) approaches the occupant. It is preferable that the second support amount (Sqt2) is adjusted so as to move in the direction. That is, when the emergency state (Jkq, Hkq) is acquired, both the outer and inner support members move in the “direction approaching the occupant” from the initial state.

  Here, examples of the emergency state (Jkq, Hkq) include an oversteer state (Sh) of the vehicle and a possibility of a collision of the vehicle. According to this, the holding force can be increased in an emergency. As a result, the occupant can maintain an appropriate sitting posture and can give the occupant a sense of security.

1 is a schematic configuration diagram of a vehicle equipped with a vehicle seat control device according to a first embodiment of the present invention. It is a perspective view of the sheet | seat controlled by the sheet | seat control apparatus shown in FIG. FIG. 3 is a top view of the sheet shown in FIG. 2. It is the figure which showed the specific structure of the side support control means shown in FIG. It is a functional block diagram about the side support control performed by the seat control device shown in FIG. It is a functional block diagram about the calculation of the support setting value performed in block B1 of FIG. 6 is a graph showing a target support amount calculation pattern executed in block B3 in FIG. 5 when the operation amount Sdr of the operation member is not less than “0” and not more than a predetermined value Sd1. 6 is a graph showing a target support amount calculation pattern executed in block B3 in FIG. 5 when the operation amount Sdr of the operation member is larger than a predetermined value Sd1 and smaller than a predetermined value Sd2. FIG. 9A is a time chart showing an example of changes in the actual turning state amount and the target support amount when the calculation pattern shown in FIG. 7 is employed in the case of 0 ≦ Sdr ≦ Sd1. FIG. 9B is a time chart showing an example of changes in the actual turning state amount and the target support amount when the calculation pattern shown in FIG. 8 is adopted in the case of Sd1 <Sdr <Sd2. It is a functional block diagram about the side support control performed by the seat control device concerning a 2nd embodiment of the present invention. FIG. 10 is a time chart corresponding to FIG. 9 when a sheet control apparatus according to a second embodiment of the present invention is employed.

  Embodiments of a vehicle seat control apparatus according to the present invention will be described below with reference to the drawings.

(Constitution)
FIG. 1 shows a schematic configuration of a vehicle equipped with a seat control device (hereinafter referred to as “this device”) according to a first embodiment of the present invention. This device includes an engine EG that is a power source of a vehicle, an automatic transmission TM, a brake actuator BRK, a seat SHT for an occupant (particularly for a driver), an electronic control unit ECU, and a navigation device NAV. I have.

  The engine EG is, for example, an internal combustion engine. That is, the opening degree of the throttle valve TV is adjusted by the throttle actuator TH according to the operation of the accelerator pedal (acceleration operation member) AP by the driver. An amount of fuel corresponding to the intake air amount adjusted according to the opening of the throttle valve TV is injected by a fuel injection actuator FI (injector). Thereby, the output torque according to the operation of the accelerator pedal AP by the driver can be obtained.

  The automatic transmission TM is a multi-stage automatic transmission having a plurality of shift stages or a continuously variable automatic transmission having no shift stages. The automatic transmission TM has a reduction ratio (the rotational speed of the EG output shaft (= TM input shaft) / the rotational speed of the TM output shaft) according to the operating state of the engine EG and the position of the shift lever (transmission operation member) SF. Can be automatically changed (without operation of the shift lever SF by the driver).

  The brake actuator BRK has a known configuration including a plurality of solenoid valves, a hydraulic pump, a motor, and the like. When not controlled, the brake actuator BRK supplies a brake pressure (brake hydraulic pressure) corresponding to the operation of the brake pedal (brake operation member) BP by the driver to the wheel cylinder WC ** of the wheel WH **, respectively. In some cases, the brake pressure in the wheel cylinder WC ** can be adjusted for each wheel independently of the operation of the brake pedal BP (and the operation of the accelerator pedal AP).

  “**” at the end of various symbols, etc., indicates which wheel the various symbols relate to, “fl” is the front left wheel, “fr” is the front right wheel, “rl” "Represents the left rear wheel, and" rr "represents the right rear wheel. For example, the wheel cylinder WC ** comprehensively indicates a left front wheel wheel cylinder WCfl, a right front wheel wheel cylinder WCfr, a left rear wheel wheel cylinder WCrl, and a right rear wheel wheel cylinder WCrr.

  As shown in FIG. 2, the occupant (especially, driver) seat SHT includes a seat cushion portion CS (seat seat surface portion), a seat back portion BS (seat back portion), and a headrest portion HS. . Support members BZ1 and BZ2 are built in the convex portions on at least one side of the seat cushion portion CS, the seat back portion BS, and the headrest portion HS in the seat SHT, respectively.

  More specifically, for example, as shown in FIGS. 3 and 4, a support member BZ <b> 1 (corresponding to the “first support member”) and side support control are provided on the convex portion on the right side of the seat back portion BS. Means SB1 (comprising drive means and power transmission means) is incorporated. When the screw SQ1 is rotationally driven by the electric motor MT1, which is a driving means, the support member BZ1 integrated with the nut NT1 screwed into the screw SQ1 approaches the occupant's right side (leftward relative to the occupant). , In a direction approaching the center in the left-right direction of the seat SHT) or in a direction away from it (right direction with respect to the occupant, a direction away from the center in the left-right direction of the seat SHT). Similarly, a support member BZ2 (corresponding to the “second support member”) and side support control means SB2 (consisting of an electric motor MT2, a screw SQ2, and a nut NT2) are also provided on the left side convex portion of the seat back portion BS. Built in.

  Hereinafter, in this example, the “support amount” of the support member is “0” when the support member is in the state farthest from the occupant, and increases from “0” as the support member approaches the occupant from that state. Defined in Specifically, the support amount of the support member BZ1 (BZ2) becomes “0” when the support member BZ1 (BZ2) is on the rightmost side (left side) with respect to the sheet SHT, and the support member BZ1 (BZ2) from that state. ) Increases from “0” as it moves to the left (right) with respect to the sheet SHT.

  When the occupant operates the manual switch MSW, the side support control means SB1 and SB2 are driven, and the initial value of the support amount of the support members BZ1 and BZ2 (appropriate value corresponding to the occupant) is adjusted. The initial value can also be referred to as the support amount of the support members BZ1 and BZ2 when the side support control is not being executed (straight vehicle traveling state). In this example, with respect to the operation of the manual switch MSW, the support amounts of the support members BZ1 and BZ2 change by the same value in the direction in which both increase or decrease in both. As the operation amount Sdr of the manual switch MSW is larger, the initial value Sm (same value) of the support amounts of the support members BZ1 and BZ2 is adjusted to a larger value.

  Hereinafter, the positions of the support members BZ1 and BZ2 corresponding to the state in which the support amounts of the support members BZ1 and BZ2 are at the initial value Sm are also referred to as “initial positions”. The greater the initial value Sm (that is, the closer the initial position of the support members BZ1 and BZ2 is to the occupant), the greater the force (holding force) that sandwiches the occupant side from the left and right.

  In the side support control, the side support control means SB1 and SB2 are driven by a command from the electronic control unit ECU (without operation of the manual switch MSW), and the support amounts of the support members BZ1 and BZ2 are independent from the initial value Sm. Changed and adjusted individually.

  Side support control means SH1, SH2, SC1, SC2 having the same configuration as the side support control means SB1, SB2 described above may be provided in the headrest part HS and the seat cushion part CS. In the above-described example, the positions of the support members BZ1 and BZ2 are adjusted by a linear motion with respect to the sheet SHT, but a configuration in which the positions of the support members BZ1 and BZ2 are adjusted by a rotational motion with respect to the sheet SHT may be employed. . Alternatively, a configuration in which the volume of the support members BZ1 and BZ2 is adjusted by adjusting the amount of fluid (gas or liquid) in the expandable / shrinkable chamber formed inside the support members BZ1 and BZ2 may be employed. . Hereinafter, the support members BZ1 and BZ2 may be simply referred to as “support members BZ”.

  This device includes a wheel speed sensor WS ** that detects the wheel speed of the wheel WH **, a brake pressure sensor PW ** that detects the brake pressure in the wheel cylinder WC **, and the steering wheel SW (from the neutral position). A) a steering wheel angle sensor SA for detecting the rotation angle, a front wheel steering angle sensor FS for detecting the steering angle of the front wheels, a yaw rate sensor YR for detecting the yaw rate of the vehicle body, and an acceleration (deceleration) in the vehicle longitudinal direction. The longitudinal acceleration sensor GX, the lateral acceleration sensor GY that detects the lateral acceleration of the vehicle body, the engine rotational speed sensor NE that detects the rotational speed of the output shaft of the engine EG, and the operation amount of the accelerator pedal (acceleration operating member) AP The acceleration operation amount sensor AS that detects the amount of operation, the braking operation amount sensor BS that detects the operation amount of the brake pedal BP, and the position of the shift lever SF A shift position sensor HS for output comprises a throttle valve opening sensor TS for detecting the opening of the throttle valve TV, a steering torque sensor ST for detecting the steering torque of the steering wheel SW, a.

  The electronic control unit ECU is a microcomputer that electronically controls the powertrain system, the chassis system, and the seat SHT. The electronic control unit ECU is electrically connected to the various actuators described above, the various sensors described above, and the automatic transmission TM, or can communicate with a network. The electronic control unit ECU is composed of a plurality of control units (ECU1 to ECU5) connected to each other via a communication bus CB.

  The ECU 1 in the electronic control unit ECU is a wheel brake control unit, and controls the brake actuator BRK based on signals from the wheel speed sensor WS **, the longitudinal acceleration sensor GX, the lateral acceleration sensor GY, the yaw rate sensor YR, and the like. Thus, braking pressure control (wheel brake control) such as well-known vehicle stabilization control (ESC control), anti-skid control (ABS control), traction control (TCS control) and the like is executed. The ECU 1 calculates a vehicle speed (vehicle speed) Vx based on a detection result (wheel speed Vw **) of the wheel speed sensor WS **.

  The ECU 2 in the electronic control unit ECU is an engine control unit that controls the output torque of the engine EG (engine control) by controlling the throttle actuator TH and the fuel injection actuator FI based on signals from the acceleration operation amount sensor AS and the like. Is supposed to run.

  The ECU 3 in the electronic control unit ECU is an automatic transmission control unit, and executes a reduction ratio control (transmission control) by controlling the automatic transmission TM based on a signal from the shift position sensor HS or the like. It has become.

  The ECU 4 in the electronic control unit ECU is an electric power steering control unit, and executes power steering control by controlling the electric power steering device EPS based on a signal from the steering torque sensor ST or the like.

  The ECU 5 in the electronic control unit ECU is a seat control unit, and drives the side support control means SB1 and SB2 based on signals from a navigation device NAV, ECU1 and the like which will be described later, so that the support amounts of the support members BZ1 and BZ2 are increased. It controls (that is, executes side support control).

  The navigation device NAV includes a navigation processing device PRC. The navigation processing device PRC includes a vehicle position detection means (global positioning system) GPS, a yaw rate gyro GYR, an input unit INP, a storage unit MAP, and a display unit (display). ) Electrically connected to the MTR. The navigation device NAV is electrically connected to the electronic control unit ECU or can communicate wirelessly.

  The vehicle position detection means GPS can detect the position (latitude, longitude, etc.) of the vehicle by one of the well-known methods using a positioning signal from an artificial satellite. The yaw rate gyro GYR can detect the angular velocity (yaw rate) of the vehicle body. The input unit INP is configured to input an operation related to the navigation function by the driver. The storage unit MAP stores various information such as map information and road information.

  The navigation processing device PRC comprehensively processes signals from the vehicle position detection means GPS, the yaw rate gyro GYR, the input unit INP, and the storage unit MAP, and displays the processing result (information related to the navigation function) on the display unit MTR. It is supposed to be.

(Side support control by this device)
Next, details of the side support control by the present apparatus configured as described above will be described with reference to FIG.

  First, the curve information acquisition means A1 acquires information Rc, Pc (curve radius and curve curvature radius Rc corresponding to the position) of the curve ahead of the vehicle. The curve information Rc, Pc is stored in a map database of map information in the storage unit MAP. In the curve information, a position Pc (for example, latitude / longitude information) and a curvature radius Rc corresponding to the position Pc are stored as a set of the position Pc and the curvature radius Rc. Further, the position Pc and the curvature radius Rc can be stored in the database according to a format (for example, an arithmetic expression and a coefficient) in which the position Pc and the curvature radius Rc can be calculated.

  In the vehicle position acquisition means A2, the current position Pvh of the vehicle is acquired. The vehicle position Pvh is detected using the global positioning system GPS. In the operation member operation amount acquisition means A3, the operation amount Sdr of the operation member MSW is acquired.

  The actual turning state quantity acquisition means A4 acquires the actual yaw motion state quantity (actual turning state quantity Jra) of the vehicle. The actual turning state amount Jra is a yawing motion state amount actually generated with respect to the vehicle. For example, the steering wheel operation angle θswa, the front wheel steering angle (steering wheel steering angle) δfa, the actual yaw rate Yra, The lateral acceleration Gya, the actual vehicle slip angle βa, and the actual vehicle slip angular velocity dβa. Also, a value obtained by combining two or more state quantities from among these can be used as the actual turning state quantity Jra.

  In the support set value calculation block B1, the initial value Sm and the support set values Sa and Sb described above are calculated based on the vehicle position Pvh, the curve information Rc and Pc, the operation amount Sdr, and the like. Here, Sa is a support set value (a support amount of the inner support member in the side support control) corresponding to the support member (hereinafter referred to as “inner support member”) corresponding to the turning inside of the vehicle among the support members BZ1 and BZ2. Sb is a support setting value of the support member corresponding to the vehicle turning outside of the support members BZ1 and BZ2 (hereinafter referred to as “outer support member”) (of the outer support member in the side support control). Target amount of support). Details of the calculation of Sm, Sa, and Sb will be described later.

  In the turning direction calculation block B2, the turning direction Dvh of the vehicle is calculated based on the actual turning state quantity Jra (sign). Specifically, as the turning direction Dvh, one of straight traveling (when the absolute value of Jra is equal to or smaller than a predetermined minute value), left turning, and right turning is calculated.

  In the turning side support control calculation block B3, based on the initial value Sm, the support setting values Sa and Sb, the actual turning state amount Jra, and the turning direction Dvh, the target support amount (first target support amount) Spt1, the support member BZ1 Then, the target support amount (second target support amount) Spt2 of the support member BZ2 is calculated.

  In block B3, the left turn characteristic calculation unit B31 calculates the target support amounts Spt1l and Spt2l of the support members BZ1 and BZ2 when the vehicle turns left based on Sm, Sa, Sb, and Jra. In the right turn characteristic calculation unit B32, target support amounts Spt1r and Spt2r of the support members BZ1 and BZ2 when the vehicle turns right are calculated based on Sm, Sa, Sb, and Jra.

  In addition, the first selection calculation unit B33 selects a set of “Spt1l, Spt2l” and “Spt1r, Spt2r” having the same turning direction based on Dvh, and sets the selected target support amount set. The target support amounts Spt1, Spt2 of the support members BZ1, BZ2 are output to the side support control means A5 described later. When Dvh is “straight ahead”, the target support amounts Spt1 and Spt2 are both set to the initial value Sm.

  In the first selection calculation unit B33, instead of Dvh, the target support amount is calculated based on the vehicle position Pvh and the curve direction Dcv in front of the vehicle determined based on the curve information Rc and Pc, instead of Dvh. A set may be selected. Details of the calculation of the target support amounts Spt1, Spt2 in the block B3 will be described later. In the block B3, the support amounts of the support members BZ1, BZ2 in the side support control are determined based on Sm, Sa, Sb, and Jra The start / end timing of the side support control is determined based on the above.

  In the side support control means A5, the position of the side support means (support members BZ1, BZ2) A6 is adjusted (without operating the manual switch MSW) based on the target support amounts Spt1, Spt2 output from the block B3. Specifically, the actual support amount Spa1 (Spa2) of the support member BZ1 (BZ2) is detected by the sensor SP1 (SP2) that detects the position of the support member BZ1 (BZ2), and the target support amount Spt1 (Spt2) and The position of the support member BZ1 (BZ2) is feedback controlled based on the actual support amount Spa1 (Spa2) (for example, Spa1 (Spa2) matches Spt1 (Spt2)).

<Calculation of initial value Sm and support setting values Sa and Sb>
Next, the calculation of the initial value Sm and the support setting values Sa and Sb of the inner and outer support members in the block B1 of FIG. 5 will be described in detail with reference to FIG. In the reference support set value calculation block B11, characteristics Smch, Sach, and Sbch for the operation amount Sdr for calculating Sm, Sa, and Sb are set in advance.

  As for the characteristic Smch, when Sdr is “0”, Sm becomes “0” (corresponding to the state where the support member is farthest from the passenger), and Sm increases from “0” as Sdr increases from “0”. When Sdr is equal to or greater than a predetermined value Sd3, the characteristic is set to an upper limit value Sm2 (corresponding to a state where the support member is closest to the passenger). By inputting the current Sdr value to this characteristic Smch, the support members BZ1 and BZ2 at the initial position Sm (that is, when the side support control is not executed and the vehicle is running straight) are supported. Support setting value) is set.

  The characteristic Sach has a predetermined value Sa1 (> 0) when Sdr is “0”, and has an increase gradient smaller than the increase gradient of the characteristic Smch between Sdr “0” and the predetermined value Sd2. As Sa increases, Sa is set to increase from Sa1. When Sdr is a predetermined value Sd1 (<Sd2), the characteristic Sach intersects with the characteristic Smch, and when Sdr is Sd2, Sa has a predetermined value Sa2 (<Sm1). When Sdr is greater than or equal to Sd2, the characteristic Sach matches the characteristic Smch. By inputting the current Sdr value to this characteristic Sach, the support set value Sa of the inner support member (the support member corresponding to the turning inside of the vehicle) of the side support members BZ1, BZ2 is set.

  In other words, when Sdr is greater than or equal to “0” and less than or equal to Sd1, Sa ≧ Sm, and the larger the Sdr, the smaller the increase amount of Sa from Sm. When Sdr is larger than Sd1 and smaller than Sd2, Sa <Sm, and the larger the Sdr, the larger the decrease amount of Sa from Sm is set. If Sdr is greater than or equal to Sd2, Sa matches Sm.

  The characteristic Sbch has a predetermined value Sb1 (> Sa1) when Sdr is “0”, and has an increase gradient smaller than the increase gradient of the characteristic Smch between Sdr “0” and the predetermined value Sd2. As Sb increases, the characteristic is set such that Sb1 increases from Sb1. When Sdr is Sd2, Sb becomes a predetermined value Sb2 (> Sm1). When Sdr is greater than or equal to Sd2, the characteristic Sbch matches the characteristic Smch. By inputting the current Sdr value to the characteristic Sbch, the support set value Sb of the outer support member (the support member corresponding to the vehicle turning outside) of the side support members BZ1 and BZ2 is set.

  In other words, when Sdr is greater than or equal to “0” and smaller than Sd2, Sb> Sm, and the larger the Sdr, the smaller the increase amount of Sb from Sm. If Sdr is greater than or equal to Sd2, Sb matches Sm.

  In the turning state coefficient calculation block B12, the curve information Rc, Pc obtained from the curve information obtaining unit A1, the current vehicle position Pvh obtained from the vehicle position obtaining unit A2, and the current vehicle speed Vx obtained from the vehicle speed obtaining unit A7 are used. Based on this, a turning state coefficient Ksj (0 ≦ Ksj ≦ 1) is calculated.

  Specifically, the minimum curvature radius Rm of the curve ahead of the vehicle is calculated, and the maximum lateral acceleration Gym that is expected to occur when the vehicle travels in the curve is calculated based on the minimum curvature radius Rm and the vehicle speed Vx. Is done. Ksj is calculated based on this Gym. When Gym ≦ Gy1 (predetermined value), Ksj is calculated to be “0”, and when Gy1 <Gym <Gy2 (predetermined value), Ksj is calculated to increase from “0” as Gym increases from Gy1. In ≧ Gy2, Ksj is calculated as “1”.

  In the adjustment calculation block B13, each of Sm, Sa, Sb calculated in the block B11 is multiplied by Ksj, and the final Sm, Sa, Sb output from the block B1 (see FIG. 5) is adjusted / adjusted. Calculated.

  As described above, when Sdr is “0” or more and Sd1 or less, both the outer and inner support members move from the initial position in the “direction approaching the occupant” by the side support control. On the other hand, when Sdr is larger than Sd1 and smaller than Sd2, the side support control causes the outer support member to move from the initial position in the “direction approaching the occupant” and the inner support member moves from the initial position in the “direction away from the occupant”. To "". When Sdr is equal to or greater than Sd2, both the outer and inner support members are maintained at the initial positions. That is, the position of the support member is not adjusted by the side support control.

  In addition, as the maximum lateral acceleration Gym is smaller, Sm, Sa, Sb are set to smaller values, and the support amounts of the support members BZ1, BZ2 are adjusted to smaller values. This is because, as the maximum lateral acceleration Gym is smaller, the centrifugal force acting on the occupant becomes smaller and the occupant's body is less likely to tilt outward. Here, the adjustment calculation of Sm, Sa, Sb based on the turning state coefficient Ksj in the block B13 may be omitted.

<Calculation of target support amount Spt1, Spt2>
Next, the calculation of the target support amounts Spt1 and Spt2 in the block B3 in FIG. 5 will be described in detail with reference to FIGS. 7 and 8 show examples of target support amount calculation patterns in the left turn characteristic calculation unit B31 and the left turn characteristic calculation unit B32 (see FIG. 5). For convenience of explanation, in FIGS. 7 and 8, the actual turning state amount Jra assumes a value of “0” or more regardless of the turning direction of the vehicle.

  When the vehicle turns left (right), the support members BZ1 and BZ2 correspond to the outside (inside) and inside (outside) support members, respectively. In the left turn characteristic calculation unit B31, when the vehicle turns left, the target support amount Spt1l of the support member BZ1 (= outside support member) and the target support amount Spt2l of the support member BZ2 (= inside support member) are: Calculation is performed according to the characteristics Spt1Lch and Spt2Lch, respectively. In the right turn characteristic calculation unit B32, the target support amount Spt1r of the support member BZ1 (= inner support member) and the target support amount Spt2r of the support member BZ2 (= outer support member) when the vehicle turns right. Are calculated according to the characteristics Spt1Rch and Spt2Rch, respectively.

<< When 0 ≦ Sdr ≦ Sd1 (FIG. 7) >>
When 0 ≦ Sdr ≦ Sd1, the relations Sa ≧ Sm, Sb> Sm, and Sb> Sa are established as described above (see block B11 in FIG. 6). In this case, as shown in FIG. 7A, in the left turn characteristic calculation unit B31, when the target support amounts Spt1l and Spt2l are both the initial values Sm (non-control), Jra (in the case of left turn) is predetermined. Below the value Jr1, both Spt1l and Spt2l are maintained at Sm. In this state, when Jr reaches Jr1 while increasing, Spt1l increases stepwise from Sm to the support setting value Sb, and Spt2l increases stepwise from Sm to the support setting value Sa. Once Spt1l and Spt2l are set to Sb and Sa, respectively, Spt1l and Spt2l are maintained at Sb and Sa, respectively, when Jra is equal to or greater than a predetermined value Jr0 (<Jr1). In this state, when Jr reaches Jr0 while decreasing, Spt1l decreases stepwise from Sb to Sa and Spt2l is still maintained at Sa. As described above, when both Spt1l and Spt2l are maintained at Sa, if the state where Jra is less than Jr1 (both Jra in the case of left turn and right turn) continues for a predetermined time T1, the target support The quantities Spt1l and Spt2l are both returned to Sm. Otherwise, both Spt1l and Spt2l continue to be maintained at Sa. When both Spt1l and Spt2l are maintained at Sa, when Jra increases (in the case of left turn) and reaches a predetermined value Jr1, Spt1l increases again stepwise from Sa to Sb, and Spt2l Is still maintained in Sa. As described above, after Spt1l and Spt2l are once set to Sb and Sa, the same calculation as described above is repeated. The calculation pattern of the left turning characteristic calculation unit B31 when 0 ≦ Sdr ≦ Sd1 has been described above.

  On the other hand, in the case of 0 ≦ Sdr ≦ Sd1, as shown in FIG. 7B, the right turn characteristic calculation unit B32 sets Spt1l and Spt2l to Spt2r and Spt1r in the calculation pattern in the left turn characteristic calculation unit B31, respectively. The calculation pattern obtained by replacing with is adopted. Therefore, a detailed description of the calculation pattern of the right turn characteristic calculation unit B32 in the case of 0 ≦ Sdr ≦ Sd1 is omitted.

<< Sd1 <Sdr <Sd2 (FIG. 8) >>
In the case of Sd1 <Sdr <Sd2, as described above, the relationship of Sa <Sm, Sb> Sm, Sb> Sa is established (see block B11 in FIG. 6). In this case, as shown in FIG. 8A, in the left turn characteristic calculation unit B31, when both the target support amounts Spt1l and Spt2l are the initial values Sm (non-control), Jra (in the case of left turn) is Jr1. In the following, both Spt1l and Spt2l are maintained at Sm. In this state, when Jr increases and reaches Jr1, Spt1l increases stepwise from Sm to the support setting value Sb, and Spt2l decreases stepwise from Sm to the support setting value Sa. Once Spt1l and Spt2l are set to Sb and Sa, respectively, thereafter, when Jra is Jr0 or higher, Spt1l and Spt2l are maintained at Sb and Sa, respectively. In this state, when Jr decreases and reaches Jr0, both Spt1l and Spt2l are returned to Sm. As described above, when both Spt1l and Spt2l are maintained at Sm, when Jra (in the case of a left turn) reaches a predetermined value Jr1 while increasing, the same calculation as described above is repeated. The calculation pattern of the left turn characteristic calculation unit B31 when Sd1 <Sdr <Sd2 has been described above.

  On the other hand, in the case of Sd1 <Sdr <Sd2, as shown in FIG. 8B, the right turn characteristic calculation unit B32 sets Spt1l and Spt2l to Spt2r and Spt1r in the calculation pattern in the left turn characteristic calculation unit B31, respectively. The calculation pattern obtained by replacing with is adopted. Therefore, a detailed description of the calculation pattern of the right turn characteristic calculation unit B32 in the case of Sd1 <Sdr <Sd2 is omitted.

  In the first selection calculation unit B33 (see FIG. 5), when the turning directions Dvh and Dcv are “left turn”, Spt1l and Spt2l are output as the target support amounts Spt1 and Spt2, respectively, and the turning directions Dvh and Dcv are “ In the case of “turn right”, Spt1r and Spt2r are output as the target support amounts Spt1 and Spt2, respectively. Further, as described above, when Sdr ≧ Sd2, the target support amounts Spt1 and Spt2 are both maintained at the initial value Sm. In addition, as described above, when the turning directions Dvh and Dcv are “straight forward”, the target support amounts Spt1 and Spt2 are both maintained at the initial value Sm regardless of the value of Sdr.

(Action / Effect)
Hereinafter, operations and effects of the seat control apparatus according to the first embodiment of the present invention will be described with reference to FIG.

  FIG. 9A shows an actual case where the calculation pattern shown in FIG. 7 is employed when the vehicle turning direction is alternately switched (when so-called slalom traveling is performed) in the case of 0 ≦ Sdr ≦ Sd1. An example of changes in the turning state amount Jra and the target support amounts Spt1 and Spt2 (therefore, the actual support amounts Spa1 and Spa2 following these) is shown. FIG. 9B shows the actual turning state amount Jra and the target support amount when the calculation pattern shown in FIG. 8 is employed when the turning direction of the vehicle is alternately switched in the case of Sd1 <Sdr <Sd2. An example of changes in Spt1 and Spt2 (therefore, actual support amounts Spa1 and Spa2 following these) is shown.

  9A and 9B, at times t1 to t2 and t5 to t6 (Dvh, Dcv: left turn), Spt1l and Spt2l calculated by the left turn characteristic calculation unit B31 are the target support amounts Spt1 and Spt2. At times t3 to t4 (Dvh, Dcv: right turn), Spt1r and Spt2r calculated by the right turn characteristic calculation unit B32 are output as target support amounts Spt1 and Spt2, respectively. The time between time t2 and t3 and between time t4 and t5 is shorter than the predetermined time T1.

  As can be understood from FIG. 9A, in the case of 0 ≦ Sdr ≦ Sd1, the side support control moves the outer support member from the initial position (corresponding to Sm) to the “direction approaching the occupant” (corresponding to Sb). The inner support member is also controlled to a position (corresponding to Sa) moved from the initial position (corresponding to Sm) in the “direction approaching the occupant”.

  This is based on the following reason. That is, when the operation amount Sdr is equal to or less than the predetermined value Sd1 (when Sdr is sufficiently small), the support members BZ1 and BZ2 are on the occupant side in the vehicle straight running state (that is, the support members BZ1 and BZ2 are in the initial position). In many cases, it is sufficiently away from the club. In this case, even when the outer support member is moved from the initial position to the “direction approaching the occupant” and the inner support member is also moved from the initial position to the “direction toward the occupant” during the curve traveling, Difficult to remember tightness. In addition, if the inner support member is moved in the “direction approaching the occupant” from the initial position, a new outer support member (which was the inner support member) is changed when the turning direction of the vehicle is subsequently switched. The amount of movement at the time of adjustment from the initial position to the position moved in the “direction approaching the occupant” can be reduced (in FIG. 9A, the change in Spt2 at time t3 and the change in Spt1 at time t5). reference). In other words, the control responsiveness when adjusting the support amount of the new outer support member is improved.

  As described above, when 0 ≦ Sdr ≦ Sd1, the outer support member moves in the “direction approaching the occupant” from the initial position, so that the occupant can lean on the outer support member. It is suppressed that it leans to. In addition, by moving the inner support member from the initial position in the “direction toward the occupant”, a new amount of support for the outer support member can be obtained when the turning direction of the vehicle is switched without giving the occupant a tight feeling. Responsiveness of control at the time of adjustment is improved.

  On the other hand, as can be understood from FIG. 9B, in the case of Sd1 <Sdr <Sd2, the side support control causes the outer support member to move from the initial position (corresponding to Sm) to the “direction toward the occupant” (to Sb). The inner support member is controlled to a position (corresponding to Sa) moved from the initial position (corresponding to Sm) in the “direction away from the occupant”.

  This is based on the following reason. That is, when the operation amount Sdr is larger than the predetermined value Sd1 and smaller than the predetermined value Sd2, the support members BZ1 and BZ2 are placed on the side of the occupant in the vehicle straight traveling state (that is, the support members BZ1 and BZ2 are in the initial position). It is often close to a certain extent. In this case, when the outer support member is moved from the initial position to the “direction approaching the occupant” and the inner support member is also moved from the initial position to the “direction toward the occupant” during curve traveling, The occupant is likely to feel cramped by being pinched (that is, the holding force is increased). From this viewpoint, in this case, the inner support member moves in the “direction away from the occupant” from the initial position.

  As described above, in the case of Sd1 <Sdr <Sd2, the outer support member moves in the “direction approaching the occupant” from the initial position, so that the occupant's body is restrained from tilting outward as described above. In addition, when the inner support member moves in the “direction away from the occupant” from the initial position, an increase in the holding force can be suppressed, and a feeling of cramping can be suppressed. That is, regardless of the occupant's physique, the occupant can maintain a proper sitting posture without feeling cramped.

  In addition, unlike the case where both the outer and inner support members move in the “direction approaching the occupant”, the side support control start timing is assumed by the occupant because the side portions of the occupant are not caught from the left and right in the side support control. Even when the timing deviates, it is difficult for the passenger to feel uncomfortable.

  When Sdr ≧ Sd2, the side support control is not executed, and both the outer and inner support members are maintained at the initial positions. This is based on the following reason. That is, when the operation amount Sdr is equal to or larger than the predetermined value Sd2 (when Sdr is sufficiently large), the holding force is already sufficiently large in the vehicle straight traveling state (that is, the state where the support members BZ1 and BZ2 are in the initial position). Therefore, even when the support members BZ1 and BZ2 are maintained at the initial position during the curve travel, the occupant's body can be reliably suppressed from tilting outward. From such a viewpoint, in this case, both the outer and inner support members are maintained at the initial positions. As a result, unnecessary execution of side support control can be suppressed.

  The present invention is not limited to the first embodiment, and various modifications can be employed within the scope of the present invention. For example, in the first embodiment, as shown in FIGS. 7 and 8, when the actual turning state amount Jra reaches Jr1 while increasing, and when Jr decreases and reaches Jr0, the target support amount Spt1l. , Spt2l, Spt1r, Spt2r are increased or decreased stepwise. On the other hand, a limit (speed limiter calculation) may be provided for the change speed with respect to the calculated target support amounts Spt1l, Spt2l, Spt1r, Spt2r. Thereby, the target support amounts Spt1l, Spt2l, Spt1r, Spt2r (and therefore the target support amounts Spt1, Spt2) are suppressed from changing suddenly, and the positions of the support members BZ1, BZ2 are prevented from changing suddenly. As a result, smooth side support control can be executed.

  In the first embodiment, as shown in FIG. 9A, in the case of 0 ≦ Sdr ≦ Sd1, the inner support member is immediately moved to the initial position by the side support control in the first turning state from the straight traveling state. It is controlled to a position (corresponding to Sa) moved from “corresponding to Sm” to “the direction approaching the occupant”, but as shown by the broken line in FIG. In the first turning state from, the inner support member may be maintained at the initial position (corresponding to Sm).

(Second Embodiment)
Next, a seat control device according to a second embodiment of the present invention will be described. The second embodiment differs from the first embodiment only in that both the outer and inner support members are moved in the “direction approaching the occupant” when the vehicle is in an emergency state. Hereinafter, such differences will be described with reference to FIG.

  As shown in FIG. 10, the emergency state acquisition unit A8 acquires the emergency state Jkq of the vehicle. Examples of Jkq include a vehicle oversteer state and the possibility of a vehicle collision. In the emergency state identification calculation block B4, a value Hkq representing the degree of the emergency state is calculated based on Jkq. Examples of Hkq include a value Sh representing the degree of the oversteer state of the vehicle and a distance H to the obstacle obtained based on the millimeter wave radar. Sh can be calculated based on the deviation between the actual turning state quantity Jra of the vehicle and the target turning state quantity Jrt.

  In the emergency side support control calculation block B5, the emergency target support amounts Sqt1 and Sqt2 for the support members BZ1 and BZ2 are calculated based on Hkq, respectively, based on the characteristics Qch1 and Qch2. Specifically, for example, when the value Sh representing the degree of the oversteer state of the vehicle is adopted as Hkq, when Sqt1 and Sqt2 are currently “0”, if Hkq (= Sh) is equal to or less than the predetermined value Sh1, Sqt1 , Sqt2 is maintained at “0” (not controlled). When Hkq reaches Sh1 while increasing, Sqt1 and Sqt2 increase stepwise from “0” to a predetermined value Sq1. Once Sqt1 and Sqt2 are calculated as Sq1, Sqt1 and Sqt2 are maintained at Sq1 when Hkq is equal to or greater than a predetermined value Sh0 (<Sh1). When Hkq decreases and reaches Sh0, Sqt1 and Sqt2 are returned from Sq1 to “0”. Here, as the value Sq1, for example, a value equal to or higher than the upper limit value Sm2 (see block B11 in FIG. 6) or the support setting value Sb (see block B11 in FIG. 6) can be adopted.

  In the second selection calculation block B6, the emergency target support amounts Sqt1 and Sqt2 calculated in the emergency side support control calculation block B5 and the turning target calculated in the turning side support control calculation block B3 in FIG. The support amounts Spt1 and Spt2 are compared, and the larger one of Sqt1 and Spt1 is the target support amount Sot1, and the larger one of Sqt2 and Spt2 is the target support amount Sot2 (the side support control means shown in FIG. 5). (Same as A5) is output to the side support control means A5. That is, when Sqt1 and Sqt2 are not “0”, Sqt1 and Sqt2 are used for side support control with priority over Spt1 and Spt2.

  In the side support control means A5, the target support amounts Spt1, Spt2 are replaced with the target support amounts Sot1, Sot2, and the positions of the support members BZ1, BZ2 are adjusted.

  Hereinafter, operations and effects of the seat control apparatus according to the second embodiment of the present invention will be described with reference to FIG. FIGS. 11A and 11B correspond to FIGS. 9A and 9B, respectively. Times t1, t2, and t3 in FIG. 11 correspond to times t1, t2, and t3 in FIG. 9, respectively. Yes.

  In FIG. 11, Fesc becomes “0” representing “non-emergency” when Sqt1 and Sqt2 calculated in block B5 in FIG. 10 are “0”, and “emergency” when Sqt1 and Sqt2 are Sq1. "1" representing "." Fesc is, for example, a control execution flag for vehicle stabilization control that suppresses the oversteer state of the vehicle. FIG. 11 shows an example in which the time is changed from “non-emergency” to “emergency” at time tA between times t1 and t2. In this example, when the oversteer state is adopted as the emergency state, it is assumed that the oversteer state is likely to occur when the turning direction of the vehicle is switched. In FIG. 11, an upper limit value Sm2 (see block B11 in FIG. 6) larger than the support setting value Sb is adopted as the value Sq1.

  In the first embodiment, after the time tA, the target support amounts Spt1 and Spt2 (therefore, the actual follow-up amounts follow the pattern indicated by the thin line in FIG. 11 (that is, the same pattern as that shown in FIG. 9). The support amount Spa1, Spa2) changes. On the other hand, in the second embodiment, after the time tA, as indicated by the thick lines in FIG. 11, the target support amounts Sot1, Sot2 (and thus the actual support amounts Spa1, Spa2 following this) are both maintained at the upper limit value Sm2. Is done.

  That is, immediately after the change from “non-emergency” to “emergency” (that is, immediately after the vehicle falls into an emergency state), both the outer and inner support members move to the maximum extent in the direction of approaching the occupant. Is done. As a result, the holding force can be increased in an emergency. As a result, the occupant can maintain an appropriate seating posture even in an emergency, and can give a sense of security to the occupant.

  AP ... accelerator pedal, BP ... brake pedal, WS ** ... wheel speed sensor, PW ** ... braking pressure sensor, EG ... engine, TM ... transmission, BRK ... brake actuator, SHT ... seat, SA ... steering wheel angle sensor FS: Front wheel steering angle sensor, YR: Yaw rate sensor, GY: Lateral acceleration sensor, SB1, SB2: Side support control means, support members BZ1, BZ2, ECU ... Electronic control unit, NAV ... Navigation device, GPS ... Global positioning System, MAP ... storage unit

Claims (5)

A first support amount of a first support member provided on the seat for supporting a right side portion of an occupant seated on a vehicle seat; and a second support member provided on the seat for supporting a left side portion of the occupant. Side support control means for performing side support control for maintaining the sitting posture of the occupant by adjusting a second support amount;
A turning direction calculating means for calculating a turning direction of the vehicle;
Emergency state acquisition means for acquiring an emergency state of the vehicle;
An operation amount obtaining means for obtaining an operation amount of an operation member for adjusting the first and second support amounts operated by the occupant;
In a vehicle seat control apparatus comprising:
The side support control means includes
When the turning direction is the left direction, the first support amount is adjusted so that the first support member moves in a direction approaching the occupant, and the second support member moves in a direction away from the occupant. And adjusting the first support amount so that the first support member moves away from the occupant when the turning direction is the right direction, and the second support amount is adjusted. 2 is configured to perform turning control, which is control for adjusting the second support amount so that the support member moves in a direction approaching the occupant,
The side support control means includes
When the emergency state is acquired during the execution of the turning control, the first support amount is adjusted so that the first support member moves in a direction approaching the occupant instead of the turning control. The second support member is configured to perform emergency control, which is control for adjusting the second support amount so that the second support member moves in a direction approaching the occupant ,
The side support control means includes
Based on the operation amount, initial values of the first and second support amounts are determined, and when the vehicle is in a straight traveling state, both the first and second support amounts are adjusted to be the initial values. And
The side support control means includes
In the turning control,
When the turning direction is the left direction, the first support amount is adjusted so that the first support member moves in a direction approaching the occupant with respect to the state corresponding to the initial value, and the second support Adjusting the second support amount so that the member moves in a direction away from the occupant with respect to a state corresponding to the initial value;
When the turning direction is the right direction, the first support amount is adjusted so that the first support member moves away from the occupant with respect to the state corresponding to the initial value, and the second support It is configured to adjust the second support amount so that the member moves in a direction approaching the occupant with respect to a state corresponding to the initial value,
The side support control means includes
In the turning control,
When the operation amount is equal to or less than a first predetermined value, the first support member moves in a direction approaching the occupant with respect to a state corresponding to the initial value when the turning direction is the left direction and the right direction. Adjusting the first support amount and adjusting the second support amount so that the second support member moves in a direction approaching the occupant with respect to a state corresponding to the initial value,
When the operation amount is greater than the first predetermined value and less than the second predetermined value, and when the turning direction is the left direction, the first support member approaches the occupant with respect to a state corresponding to the initial value. Adjusting the first support amount to move in a direction and adjusting the second support amount so that the second support member moves in a direction away from the occupant with respect to a state corresponding to the initial value; When the turning direction is the right direction, the first support amount is adjusted so that the first support member moves away from the occupant with respect to the state corresponding to the initial value, and the second support member. A vehicle seat control device configured to adjust the second support amount so as to move in a direction approaching the occupant with respect to a state corresponding to the initial value . In the vehicle seat control device according to claim 1 ,
The side support control means includes
In the turning control,
A vehicle seat configured to maintain both the first and second support amounts at the initial values when the operation amount is equal to or greater than the second predetermined value and the turning direction is the left direction and the right direction. Control device. The vehicle seat control device according to claim 1 or 2 ,
Comprising curve information acquisition means for acquiring information of a curve in front of the vehicle;
The side support control means includes
A vehicle seat control device configured to determine a size of the support amount based on the curve information. In the vehicle seat control device according to any one of claims 1 to 3 ,
The emergency control unit is a vehicle seat control device configured to acquire an oversteer state of the vehicle as the emergency state. In the vehicle seat control device according to any one of claims 1 to 4 ,
The emergency control unit is a vehicle seat control device configured to acquire the possibility of a collision of the vehicle as the emergency status.

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