JPH02262445A - Attitude control of installation on automobile and attitude control device - Google Patents

Abstract

PURPOSE:To eliminate pressure of a driver during playback actuation by determining priority in actuation of several attitude control means so as to enlarge the degree of expansion of the space formed between each attitude controlled means and a person at the time of termination of the attitude control, and by controlling the attitude controlled means according to the order determined. CONSTITUTION:As an attitude control means, for example, a steering attitude control part 500, a seat attitude control part 600, and a mirror attitude control part 700 are provided, and control units 510, 610, 710 in each control part 500, 600, 700 are connected together through communication signal lines L1-L2. After a playback switch of the switches SS0-SS1 for memory and playback are pressed, the information is read by the steering attitude control part 500, and based on the information, a playback direction communication data is transmitted to each attitude control part 600, 700. In the sheet attitude control part 600, sheet attitude is put into playback in a desired priority, for example, in the order of back of a slide, a tilt telescoping, a front of reclining, and so on.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a method for controlling the attitude of on-vehicle equipment and its attitude control device (with respect to hills, in particular driver seats, steering wheels and The present invention relates to an attitude control method for on-vehicle equipment that determines the order of setting the attitude of mirrors, etc., and an attitude control device thereof.

(Prior Art) There is an attitude control device that controls the attitude of a driver seat, a steering wheel, a mirror, etc. installed on a vehicle by continuously driving them.

Such an attitude control device and 12 are disclosed in, for example, Japanese Unexamined Patent Application Publication No. 1986-
752 ],, Publication No. 7 and JP-A-58-1579
As disclosed in Japanese Patent No. 62, there is one that uses a microcomputer (hereinafter referred to as "microcomputer") for attitude control.

By the way, in recent years, there are many attitude control objects on cars.
For example, a sliding mechanism for positioning the seat, a front vertical mechanism for adjusting the height of the front of the seat, a vertical mechanism for adjusting the height of the rear of the seat, a reclining mechanism for adjusting the inclination of the seat back, etc. It is equipped with a headrest mechanism that adjusts the height of the headrest, a steering column tilt mechanism that adjusts the attitude of the steering wheel, and various mirrors.

When driving these mechanisms, the appropriate posture can be set by a microcomputer.

However, in such an attitude control device, since a single microcomputer controls many attitude control mechanisms on the vehicle, the execution speed is slow due to the operation of each attitude control mechanism, and it takes time to adjust the attitude. There was an inconvenience.

In addition, in this attitude control device, multiple attitude control mechanisms located far apart on the vehicle are connected to the microcomputer via signal lines, etc., so it takes time to control each attitude control mechanism from the microcomputer, and This caused a delay in control.

Therefore, in the past, a plurality of microcomputers were used to control each attitude control block, thereby reducing the number of jobs assigned to one microcomputer and speeding up attitude control.

(Problem to be Solved by the Invention) However, in such a posture control device, the posture of the seat, the posture of the steering wheel, the posture of the mirror, etc. can be changed as appropriate according to the body shape and seating condition unique to each driver. There is a need.

Therefore, in this device, for example, the appropriate posture of each posture control mechanism according to the body shape of multiple drivers is set in advance in the memory section in the microcomputer, and the set proper posture of each posture control mechanism and the posture of each driver are set in advance. The seat posture, steering wheel posture, mirror posture, etc. were adjusted to the appropriate posture based on information such as the body shape of a specific driver.

In this attitude control device, in order to instruct the reproduction of the memorized attitude, the seat attitude control block, steering wheel attitude control block, steering wheel attitude control block, and mirror attitude control block are controlled by turning on/off the switch. can do.

However, in the above-described attitude control device, the attitude control blocks of the individual attitude control mechanisms operate out of synchronization, so that the reading timings of the respective attitude control blocks differ.

Therefore, with this device, even if one attitude control block reads the on state of the attitude control switch, especially if the driver turns on the attitude adjustment switch for a short time, other attitude control blocks cannot read it. There is an inconvenience that it disappears.

Therefore, with this posture control device, even though the driver operates the posture adjustment switch when getting in the car and correctly controls the posture of the seat, for example, the posture of the mirror cannot be adjusted correctly. You may think that the adjustment is complete, but after you start the car, you realize that the mirror is not in the correct position.

In addition, the attitude control device described above is a device that controls a large number of attitude control blocks based on a single attitude adjustment instruction such as a switch operation by having multiple independent microcomputers, but the attitude control becomes complicated. , there are disadvantages such as increased costs.

SUMMARY OF THE INVENTION Therefore, an object of the present invention is to determine the operating order of the plurality of posture-controlled means by a priority determining means so that the extent of the space formed between the posture-controlled means and the person increases when the posture control is completed. A posture control method for on-vehicle equipment that eliminates a driver's feeling of pressure during a regeneration operation by determining the operation order and controlling the posture control means with priority according to the operation order of the priority determination means, and its posture. A control device is provided.

(Means for Achieving the Object) As a means for achieving the above-mentioned object, the present invention provides a plurality of posture control means with the degree of spread of space formed between the posture control means and the person when posture control is completed. The priority determining means determines the order of operation of the plurality of posture controlled means such that the number of posture controlled means increases, and the posture controlled means are controlled with priority according to the order of operation of the priority determining means.

In addition, there are a plurality of posture control means that perform posture control according to the order of operation from the start of posture control to the end of posture control, and these posture control means control the extent of the space for the person at the end of posture control. and a priority order determining means for determining the order of operation with priority given to the larger number.

(Operation) The priority determining means sets the plurality of posture control means so that the extent of the space formed between the plurality of posture control means and the person increases when the posture control ends. By determining the order of operation and controlling the attitude control means with priority in accordance with the order of operation of the priority determining means, the order of operation of the plurality of attitude control means is determined and the driver's psychological or mental state is controlled during the regeneration operation. Eliminate the feeling of pressure.

(Embodiment) Next, an embodiment of the attitude control method for on-vehicle equipment and the attitude control device of the present invention will be described based on FIGS. 1 to 15.

FIG. 1 is a block diagram showing the overall configuration of an embodiment of the present invention.

In FIG. 1, the attitude control method and attitude control device for on-vehicle equipment of the present invention include, for example, a steering attitude control section 5.
00, seat posture control section 600 and mirror posture control section 7
00 is provided.

The steering attitude control unit 500 includes a tilt mechanism that adjusts the vertical tilt of the steering wheel, a telescopic mechanism that adjusts the axial position (length) of the steering wheel, and a belt anchor mechanism that adjusts the attitude of the seat belt anchor. It is equipped. Each of these mechanisms is controlled by a mask control unit 510 containing a microcomputer.

The seat posture control unit 600 includes a slide mechanism that adjusts the position of the seat cushion of the driver seat in the longitudinal direction by 1";
A reclining mechanism that adjusts the inclination of the seat back, a front vertical mechanism that adjusts the height of the front of the seat cushion, a front vertical mechanism that adjusts the height of the rear of the seat cushion, and a rear vertical mechanism that adjusts the height of the rear of the seat cushion. A vertical mechanism and a mechanism for adjusting the position (height) of the headrest are provided, and these mechanisms are controlled by a seat control unit 610 containing a microcomputer.

The mirror attitude control unit 700 includes a
A right mirror vertical movement mechanism that adjusts the vertical tilt of the mirror around the horizontal axis, a horizontal movement mechanism around the vertical axis of the mirror installed on the right door, and a horizontal axis vertical movement mechanism of the mirror installed on the left door. It is equipped with a left mirror vertical movement mechanism that adjusts the directional tilt, and a right mirror horizontal movement mechanism that adjusts the left and right tilt of the mirror attached to the left door around the vertical axis.These mechanisms are equipped with a built-in microcomputer. Controlled by mirror control unit 710.

In this example, three switches SSO-SS2 are connected to the mask control unit 510, and these switches SS
By turning on O to SS2, the entire installation is started, etc., the switch SSO is a switch that stores and instructs the posture of each control section, and the switch SSI is a switch and a switch that selects, for example, the first coarse mesh of the posture memory memory. SS2
is used to select the second grain of the posture memory.

In this embodiment, the mask control unit 510,
Seat control unit 610 and mirror control unit 71
0 are connected to each other via communication signal lines L1 and L2.

That is, in such an embodiment, the mask control unit 51
0, the seat control unit 61.0 and the mirror control unit 710 are connected to the serial signal input terminal Si of the seat master control unit 510 and the serial signal input terminal Si of the mirror control unit 710 via the communication signal line L1, The serial signal output terminal SO of the unit 610 is connected to the serial signal input terminal St of the mask control unit 510 via the signal line L2. Therefore, in this embodiment, the mask control unit 510 and the sheet control unit 610 is capable of two-way communication, and the mask control unit 510 and mirror control unit 51
0 and the mirror control unit 710 are capable of one-way communication.

FIG. 2 shows a part of the interior of a vehicle equipped with the attitude control method and attitude control device for on-vehicle equipment of the present invention shown in FIG.

In FIG. 2, 1 is a steering wheel, 2 is an engine key, 3 is a gear shift lever, 4 is a handbrake lever, 10 is a driver's seat, and 20 is a steering column.

The seat 10 has built-in slide mechanisms, reclining mechanisms, front vertical mechanisms, rear vertical mechanisms, and headrest mechanisms shown in FIG. 1, and the steering column 20 has built-in tilt mechanisms and telescopic mechanisms shown in FIG. has been done.

FIG. 3 is a diagram showing an example of a posture control mechanism disposed below the seat cushion of the seat 10 shown in FIG. 2.

The output shaft of the seat slide motor 30+ (MT5) is connected to a screw 303 via a reduction gear box 302.
A nut 304 is screwed onto this screw 303.

Below the seat base 307 is a slide rail 305.
This slide rail 305 is supported on a fixed rail 306 fixed to the vehicle body so as to be slidable in the front and rear directions.

The gearbox 302 and screw 303 are fixed to the seat base side, and the nut 304 is attached to the fixed rail 3.
It is fixed to 06.

Therefore, when the motor is started, the screw 303 rotates via the gear box 302, so the screw 303 rotates through the gear box 302.
03 moves relative to the nut 304, the seat base 307, ie, the seat 10 shown in FIG. 2, slides forward or backward.

On the other hand, the seat back frame 308
07, and is rotatable around the engaging portion 311.

The engaging portion 311 includes a motor 309 for reclining.
A gearbox 310 connected to the drive shaft of (MT5) is provided.

Therefore, when the motor is started, the seatback frame 308 rotates relative to the seat base 307, so that the inclination of the seatback can be changed.

Further, at the front and rear portions of the seat back 307, an arm 314 and an arm 317 that lift the seat cushion are rotatably supported by the seat base 307, and the arms 314 and 317 lift the seat cushion, respectively, and are rotatably supported by the seat base 307, and draw an arcuate trajectory around the support point. Moving.

The front arm 314 has a gearbox 313 connected to the drive shaft of a motor 312 for adjusting the front vertical posture.
are combined.

On the other hand, a drive shaft of a motor 315 for rear vertical posture adjustment is connected to the rear arm 317 via a link mechanism 316.

Therefore, by starting the motor 312, the height of the arm 314 can be changed, and by changing the height of the arm 317, the height of the rear part of the seat cushion can be changed.

Figure 4 shows a headrest 61 provided on the seat back.
This figure shows a mechanism for adjusting the posture (height) of the robot.

In FIG. 4, two rod-shaped stays 62 and 78 are fixed to the headrest 61, and these stays 62.7
8 is supported by a stay guide 6376 installed in a guide hole formed in the seat back frame 74, so that it can be slid in the vertical direction.

The lower ends of the stays 62 and 78 are fixed to supports 7o and 75, respectively, and the supports 70 and 75 have
They are supported so as to be movable in the vertical direction along guide rods 62 and 77, respectively.

Further, the supports 70, 75 are connected to each other by arms 66, and a nut 73 is provided at the center of the arm 66, into which a screw 72 is screwed.

The screw 72 is supported by a seat back frame 74 , one end of a gearbox 67 is coupled to its lower end, and a drive shaft of a motor 68 is coupled to the other end of the gearbox 67 via a drive cable 69 .

Therefore, when the motor 68 is started, its driving force is transmitted to the screw 72 via the drive cable 69 and the gear box 67, and when the screw 72 rotates, the arm 66 connected to the nut 73 moves in the vertical direction. move,
Supports 70 and 75 are driven in the vertical direction.

Therefore, in this embodiment, since the stays 62 and 78 move up and down, the height of the headrest 61 can be changed.

FIG. 5 is a diagram showing an embodiment of the structure of the steering column portion.

In this FIG. 5, the lower main shaft 36 of the upper main shaft 31 to which the steering wheel 1 is attached is shown.
Adjust the angle with respect to.

The tilt steering mechanism 41 includes a breakaway bracket 34 attached below the body 33 constituting the dashboard, a motor 42 (MT+,) attached to the bracket 34, and a deceleration mechanism 43 connected to the motor 42. , a screw nut mechanism 44 connected to a speed reduction mechanism 43, and an upper bracket 35 pivotally attached to the breakaway bracket 34 and swung by the screw nut mechanism 44.

Therefore, in the tilt steering mechanism 41, the motor 42
By starting the screw nut mechanism, the screw nut mechanism is driven via the deceleration mechanism 43, so the upper bracket 35 swings and the inclination of the steering wheel 1 changes.

FIG. 6 is a diagram showing an embodiment of a telescopic steering mechanism located at a position near the steering wheel 1 of the tilt steering mechanism 41, and FIG.
FIG. 3 is a cross-sectional view taken along the line Tc-VTc.

In these figures, the upper main shaft 31 has a joint axis 213 at the shaft 212 that becomes the tilt center.
It consists of a hollow outer shaft 214 connected via a hollow outer shaft 214, and an inner shaft 215 fitted into the outer shaft 214 so as to be movable in the axial direction. A steering gear (not shown) is connected to the left side of the shaft 212.

Further, a serration portion is formed on the right side of the inner shaft 215, and when the support member of the steering wheel 1 is engaged with this serration portion, the steering wheel 1 is rotated.

Therefore, in this tilt steering mechanism 41, when the steering wheel 1 is rotated, the inner shaft 2
Since the inner shaft 2 Shaft 212 can be rotated.

In addition, the outer shaft 214 has a shaft (not shown) that allows the outer shaft 214 to
It is rotatably supported by a pair of bearings 21.8a and 218b on a fixed bracket 217 that is pivotally supported on the vehicle body.

On the other hand, the inner shaft 215 is connected to the movable bracket 219
is supported by the movable bracket 21 via a bearing 220.
Reference numeral 9 denotes a retaining ring 2 whose left side portion shown in FIG. 7 is fitted to the outer periphery of the right end of the fixing bracket 217 so as to be movable in the left-right direction in the drawing, and whose left side portion is locked to the inner shaft 215.
The bearing 220 is sandwiched together with the bearing 30.

A nut portion 221 is formed below the left end of the movable bracket 219, and a screw 222 that engages with the nut portion 221 is rotatably supported by the right end of the fixed bracket 217. The support bracket 223 covers the screw 222 and ensures a space for the screw 222 to move.

A gear 243 is disposed integrally with the screw 222 at the left end portion of the screw 222, and a motor 224 (MT2)
It meshes with an ohmic gear 226 attached to a drive shaft 225.

Note that since the motor 224 is attached to the fixed bracket 217, when the motor 224 rotates, the screw 222 rotates, so the nut portion 221 is attached to the screw 2.
A movable bracket 219 that moves along the axial direction on 22 and has a nut portion 221 is connected to the fixed bracket 217.
advance and retreat against

Therefore, in this embodiment, the inner shaft 215 is inserted into and removed from the outer shaft 214, and the steering wheel 1 is moved along its rotation axis.

FIGS. 8 and 9 are schematic configuration diagrams showing an example of a seat belt positioning mechanism.

In these seat belt positioning mechanisms, the area around the door opening for the driver to get on and off, that is, the center pillar 19
A rail +10 is laid in the upper corner of 0, and
Shoulder anchor 101 is installed there and rail 11
A slider 120 that reciprocates within 0 is engaged.

One end of the seat belt 100 is fixed to a lap outer anchor 140 pivotally connected to the vehicle body, and the other end passes through a belt passage hole formed in the shoulder anchor 101 and further enters the center pillar 190. It is wound up by a winding part (not shown) provided in the inner lower part.

The winding portion includes an inertia locking mechanism that locks when sudden tension is applied to the seatbelt 100.

A tank plate 130 is movably engaged with the seat belt 100, and a fall prevention stop material (not shown) is attached to the tank plate 130, so that the motor M
By driving T3, the slider 120 moves, and the seat belt 100 is positioned at the raised position (retracted position) shown in FIG. 8 or the lowered position (installed position) shown in FIG. 9.

FIG. 10 shows how the seat belt 100 is attached to the shoulder anchor 10.
FIG. 11 is an enlarged view of the fixed portion fixed by reference numeral 1, and is an explanatory diagram showing a main part of the seat belt positioning mechanism cut away.

In these figures, motor MT3 is a motor for driving a belt anchor. For example, an output shaft of motor MT3 is connected to a screw 141 of a seat belt positioning section by a flexible wire 140, and the screw 141 is rotated by activation of motor MT3.

Further, the lower part of the seat belt anchor 101 is slidably attached to the position sensor, and when the motor MT3 is started, the screw f4t is rotated.
By appropriately moving the seat belt anchor 101 up and down the position sensor in the direction of the arrow, the length of the seat belt +00 is adjusted to an appropriate length according to the driver's body shape.

12 to 14 show specific circuit diagrams of the mask control unit 510, sheet control unit 610, and mirror control unit 710 shown in FIG. 1.

In FIG. 12, the mask control unit 510 includes a CPU 511. An A/D converter 512 that converts analog signals into digital signals, a switch input circuit 513 that is an interface circuit, and motor MTI to motor MT.
A motor driver 514 that starts the CPU 0511 and controls each attitude by commands from the CPU 511, a buffer 515 that temporarily stores mask control signals, a watchdog timer 516 that monitors the operation of the CPU 0511 and delays the control time as appropriate, and a CPU 511. Standby circuit 51 for returning to normal mode when operating in power saving mode
It mainly consists of 7.

In addition, each switch is connected to the above circuit.

Switch MS1. -MS4 is a manual switch that issues an instruction to raise the tilt attitude, an instruction to lower the tilt attitude, an instruction to extend the posture of the telescopic mechanism, and an instruction to extend the telescopic mechanism, and these switches are connected to the A/D
Connected to converter 512.

A switch MS5 is connected to the switch input circuit 513, and this switch MS5 is a manual switch that instructs the posture adjustment of the seat belt anchor.

The DRS switch is turned on when the car door is opened and turned off when the door is closed.

The PKS switch is a parking switch that turns on when shift lever 3 of the transmission is in the parking range.
Turns off in the opposite case.

The UWS switch is an unlock warning switch that is turned on when the engine key 2 is inserted into the key cylinder and turned off when it is removed.

The IGS switch is an ignition switch.

The switches SSO to SS2 are switches that give commands such as attitude adjustment to the steering attitude control mechanism, seat attitude control mechanism, and mirror attitude control mechanism simultaneously or individually.

In the mask control unit 510, CPl, J511
Since the device is equipped with a serial communication function, when transmitting serial data, the data is output to the terminal S, and by inputting the serial data to the terminal St, the data can be received.

13 and 14 show specific circuits of the seat control unit 610 and the mirror control unit 710.

Components that are the same as those of the circuit shown in FIG. 12 are given the same reference numerals and explanations are omitted, and only the different components will be explained.

The circuit shown in FIG. 13 differs from the circuit shown in FIG. 12 in that a sensor signal input circuit 612, manual switches MS6 to MSIO, position sensors PS4 to PS8, motors MT4 and MT5 are used.

On the other hand, the circuit shown in FIG. 14 differs from the circuit shown in FIG. 12 in that it uses a motor M T4, manual switches MSII to MS13, and potentiometers PM9 to PM12.

FIG. 15 is a block diagram showing a specific configuration of an embodiment of the present invention, and FIG. 16 is a partial explanation of the attitude control method for on-vehicle equipment of the present invention and the operation of a vehicle interior equipped with the attitude control device. It is a diagram.

In FIG. 15, each attitude control unit 50 explained in FIG.
Detailed explanation of overlapping components such as 0 to 700 and sheet S will be omitted.

In this diagram, T/S is an electric tilt telescopic steering section, S/A is an electric seat belt anchor section, and T/TM-3W.
is tilt telescopic manual switch, S/AM-3W
is the seat belt anchor manual switch.

In addition, reference numeral 800 denotes a recording/reproducing switch for recording/reproducing etc., which consists of push buttons M-1-2, for example, and corresponds to the switches Sso to SS2 in FIG.

5M-3W is a seat manual switch that moves the seat to the driver's desired position by manual operation.

Reference numeral 30 is an electric outer mirror, and the mirror attitude control unit 70 can be controlled manually from the mirror manual switch, which is MM-SW802, according to the driver's line of sight.
By controlling 0, the electric outer mirror 803 is adjusted to an appropriate angle.

In addition, the electric seat belt anchor S/A has a memory regeneration 5W
800, tilt telescopic manual switch r/TM
-3W, seat belt anchor manual switch S/A
M-SW and electric tilt telescopic steering section S/T
Based on the signal from the steering attitude control unit 500
By controlling the electric seat belt anchor part S/
Adjust A to the appropriate position.

In FIG. 16, descriptions of the seat 10, outer mirror 30, etc. described in FIGS. 2 and 15 will be omitted.

In this Fig. 16, 31 is a reclining seat, 32
33 indicates the movement of the seat 10 in the front and back direction, 34 indicates the direction of movement of the rear vertical, 35 indicates the direction of movement of the front vertical, and 3
Reference numeral 6 indicates a seat belt anchor, 37 indicates the moving direction of the seat belt anchor, and 38 indicates the moving direction of the headrest.

Further, 39 indicates a steering tilt direction of the steering wheel 1, and 40 indicates a sliding direction of the steering wheel 1.

Next, the operation of this embodiment will be explained.

The memorization method will be explained first.

First, the driver switches the seat 10, steering wheel 11 and outer mirror 30 to their respective switches, 5M-5W801, T/TM-SW, S/AM-S.
W, MM-3W802 is used to select an appropriate position according to the driver's own body shape, etc., and then move it to the position desired by the driver.

That is, while pressing the switch M of the storage/reproduction switch 800 in FIG. 15, the switch 1 of the storage/reproduction switch 800 is pressed.

At this time, the steering attitude control unit 500 reads the state of the memory replay switch 800, and the steering attitude control unit 500 passes the communication signal line L2 to the seat attitude control unit 600, and from the steering attitude control unit 500, the communication signal line L2 is transmitted. When transmitting the command communication data of memory 1 to the mirror posture control section 700 through the seat posture control section 600. The mirror attitude control unit 700 receives this and recognizes that the storage 1 command code has been transmitted.

Then, the seat posture control section 600 controls the sliding direction of the seat 10, the reclining direction 31, the front vertical direction 35, and so on. The current vertical positions of the rear vertical 34 and headrest 38 are stored in the RAM in the seat posture control section 600.

In addition, the mirror attitude control section 70a also controls the outer mirror 30.
The current position of the right mirror vertical angle and horizontal angle, and the left mirror vertical angle and horizontal angle of the outer mirror 30 is determined by the mirror attitude control unit 70.
Stored in RAM for position storage within 0.

Furthermore, after transmitting the storage command, the steering attitude control unit 500 controls the steering tilt 39, the steering telescope 40, and so on. The current position of the seat belt anchor 37 is stored in the position storage RAM in the steering attitude control unit 500.

When the above-mentioned storage is completed, the steering attitude control section 500 sounds a buzzer (not shown) in the steering attitude control section 500 for, for example, one second to complete the memorization work.

Next, a reproduction method will be explained.

First, the driver presses switch 1 of the storage/reproduction switch 800.

Then, the steering attitude control section 500 reads it and transmits command communication data for reproduction 1 to the seat attitude control section 600 and the mirror attitude control section 700.

At this time, the mirror attitude control unit 700 receives it, calls out data such as mirror angles stored in the position storage RAM in the mirror attitude control unit 700, and uses the stored 1 data as a reference to adjust the mirror angle of the outer mirror 30. Adjust the angle.

On the other hand, when the seat posture control unit 600 receives the reproduction 1 command, the seat posture control unit 600, for example,
0 playback direction is slide backward 41° tilt telescope 36
, front of reclining 31, front and back vertical 34,3
5. The order of playback is determined by the order of belt anchor 36 and headrest 38.

When the reproduction order is determined in this way, the seat posture control section 600 sends a tilt telescopic completion signal to the seat posture control section 600 after completing the reproduction operation of the rear slide 41.

At this time, the seat posture control section 600 receives the tilt telescopic completion signal and executes the reproduction of the reclining position 31.

When the reclining motion 31 has been regenerated, the seat posture control section 60 (l) sends a belt anchor execution command to the steering posture control section 500, and then performs longitudinal and vertical regeneration.

When the front and rear vertical regeneration is completed, the steering attitude control unit 500 executes headrest regeneration.

Further, when the steering attitude control unit 500 receives a belt anchor execution command from the seat attitude control unit 600,
Execute belt anchor regeneration.

Further, when the headrest regeneration is completed, the steering attitude control section 500 sends a seat regeneration completion signal to the steering attitude control section 500.

Then, the steering attitude control section 500 receives a seat regeneration completion signal from the seat attitude control section 600, and completes the regeneration operation after the belt anchor regeneration is completed.

Therefore, according to this embodiment, when the driver performs attitude control, the driver's body shape etc. are controlled by preferentially controlling the desired attitude control unit in order from among the plurality of attitude control units according to a certain priority order. Since the operating order can be determined by oneself according to the regeneration operation, it is possible to eliminate inconveniences that may cause psychological or mental pressure on the driver during the regeneration operation.

In addition, in the above embodiment, since priority control can be performed by time division to avoid time delays and loss time, instantaneous power consumption is lower than when controlling multiple attitude control units at the same time. The amount can be reduced.

Furthermore, in the embodiment described above, since the driver does not feel pressured, the driver is less likely to be distracted while driving the vehicle, so that the driver can drive safely.

(Effects of the Invention) As described above, according to the present invention, when the driver performs attitude control, the driver selects a desired attitude control unit from among the plurality of attitude control units according to a certain priority order and controls the attitude control unit preferentially in order. Since it is possible to decide the order of operation by oneself according to the driver's body shape, etc., it is possible to eliminate inconveniences such as psychological or mental pressure on the driver during the regeneration operation.

In addition, in the present invention, priority control can be performed by time sharing to avoid time delays and loss time, so compared to the case where multiple attitude control units are controlled at once,
Instantaneous power consumption can be reduced.

[Brief explanation of drawings]

1 to 16 are diagrams showing one embodiment of the present invention, FIG. 1 is a block diagram showing the overall configuration of one embodiment of the present invention, and FIG. Figures 3 to 11, which are diagrams showing a part of the interior of an automobile equipped with an attitude control method and an attitude control device for on-vehicle equipment, are diagrams illustrating objects to be attitude controlled used in the present invention, and Figures 12 to 14. 15 is a block diagram showing a specific configuration of an embodiment of the present invention, and FIG. 16 is a partial operation explanatory diagram of an embodiment of the present invention. In the figure, 500 is a steering attitude control unit 600, a seat attitude control unit, and 700 is a mirror attitude control unit 6.

Claims (2)

[Claims] (1) The priority determining means sets the plurality of posture control means so that the extent of the space formed between the plurality of posture control means and the person increases when the posture control ends. 1. A method for controlling the attitude of an on-vehicle equipment, characterized in that an operation order is determined, and the attitude control means is controlled with priority in accordance with the order of operation of the priority determining means. (2) A plurality of posture control means that perform posture control according to the operating order from the start of posture control to the end of posture control, and the extent to which the space for the person is expanded by these posture control means when posture control is finished. an on-vehicle attitude control device comprising: priority order determining means for determining the order of operation with priority given to a larger value.