DE102009031083A1 - Adjustment device normalizing method for e.g. steering column of motor vehicle, involves correcting calculated adjustment positions, when deviation between adjustment positions exceeds preset value of deviation - Google Patents

Abstract

The method involves detecting adjustment of an interior part e.g. vehicle seat, of a motor vehicle along an adjusting path (12) by a measurement device, and calculating adjustment positions (22, 24) during detection. The calculated adjustment positions are corrected, when deviation between the adjustment positions from a normal stop (16) and a counter stop (18) on the adjusting path. A correction is made when the deviation falls below a preset value of the deviation. Another correction, which is different from the former correction, is made when the deviation exceeds the preset value.

Description

The The invention relates to a method for normalizing an adjusting device, in which an adjustable interior part of a motor vehicle along an adjustment moves and by means of a measuring device the Adjustment is detected. In case of a difference between a Capture calculated adjustment position from a position on the Adjustment path the calculated adjustment position is corrected.

The DE 202 21 489 U1 describes a control device for an adjusting device for adjusting a motor vehicle seat. By means of a measuring device, the adjustment is detected. To calculate the adjustment position, the rotational drive movement of a drive motor for adjusting the vehicle seat along the adjustment path is detected. In order to prevent that the vehicle seat runs when adjusting with too much force on a mechanical stop of the adjustment, in the adjustment a (software) protection stop is set, when it reaches the power of the drive motor is reduced. Furthermore, a so-called learning range is defined on each of the two mechanical stops of the adjustment path, which serves to restrict the admission of setting a guard stop. If, due to measurement errors, the adjustment position calculated by means of the measuring device deviates from the actual position on the adjustment path, it can happen that the vehicle seat runs up against a mechanical stop of the adjustment path within the learning range. In this case, the existing protection stop is deleted and a newly calculated protection stop is stored in the control device. In addition, the associated teaching area is moved.

Out The prior art is also known as a measuring device to insert a position counter to detect the displacement which pulses of a Hall sensor counts. Other procedures are based on a count of resulting in the motor current signal Current ripples. Due to the mechanical properties of the adjustment motor, for example, due to castering or turning back of the adjustment motor, it may happen that position information, for example, pulses detected by means of the Hall sensor are lost.

at a small deviation between the calculated during detection Adjustment and the real position on the adjustment is It is known from the prior art, the calculated during detection adjustment position to be used as new normalization position. The previous normalizing position, So a count of the position counter which during normalization of the adjusting device when reaching an end stop of the adjustment path was saved, so by the current replaced meter reading. If this happens more frequently, so will over the life of the adjusting a Error added, which leads to a strong falsification the normalization leads.

task The present invention is therefore an improved process to provide the type mentioned.

These The object is achieved by a method having the features of the patent claim 1 solved. Advantageous embodiments with appropriate Further developments of the invention are specified in the dependent claims.

at the method according to the invention for normalization an adjusting device is an adjustable interior part of a Motor vehicle moved along a Verstellweges. By means of a measuring device the adjustment is recorded. In case of a difference between a when detecting calculated position from a position on the adjustment path the calculated adjustment position is corrected. This is at Fall below a given size of the deviation made a first correction and when crossing the predetermined size of the deviation at least made another correction, which differs from the first correction is.

The adjustable interior part may in particular be a seat or a steering column. The adjustment can provide here for a longitudinal adjustment of the seat, a backrest adjustment, a headrest adjustment, a tilt adjustment, a height adjustment, a seat cushion depth adjustment, a steering column adjustment in the vehicle longitudinal direction or a steering column adjustment in the vehicle vertical direction each mechanical end stops. Due to the fact that a correction is made both for smaller deviations, ie when the predetermined size is undershot, and also for larger deviations, ie when the predefined size is exceeded, deletion of a normalizing position can be avoided in a large number of cases. The normalization position here is a count of a relative position counter, which with respect to a mechanical position on the adjustment, such as an end stop was set. The deletion of the normalization position is also referred to as denormalization. Such Entnormieren is particularly unfavorable when other functional units of the motor vehicle, such as an airbag and / or a belt tensioner to access the determined by means of the position counter position of the interior part.

Becomes So the denormalization prevents and instead the first or the at least one further correction of the calculated adjustment position made, so is a use of the position of the interior part for other systems in the vehicle possible. Even with loss of Position information, such as detected by means of a Hall sensor Impulses, so an error correction is possible.

Especially so can during normal use of the interior part by a vehicle occupant, so by adjusting the vehicle seat and / or the steering column of the motor vehicle, during operation correct normalization of the adjustment can be achieved. This is particularly achievable when the complete adjustment was once driven off.

By faulty normalizations caused service stays can reduced and thus achieved a higher customer satisfaction become. Thus, an improved method for normalizing a Adjustment provided.

In An advantageous embodiment of the invention is in the first Correction of the calculated adjustment position by a stored Reference standard position replaced. In other words, so at a small deviation between calculated adjustment position and actual position on the adjustment then a Post-normalization performed when the deviation is a predetermined small size is, for example with a deviation in the range of +/- 1% of the adjustment. This can ensure that with minor deviations the calculated adjustment position from the actual Position on the adjustment over the life of the adjustment no error falsifying the normalization is added up.

In A further advantageous embodiment of the invention is at the further correction an expected stop position, in particular repeated, towards an actual stop of the adjustment shifted out when adjusting the actual Stop is reached before the calculated adjustment of the expected stop position corresponds. The expected stop position is in this case outside of the actual, mechanical stops limited Verstellweges. The expected Stop position is so here, in particular by several Repeat cycles, so often postponed until they are in the context of positioning accuracy, which, for example, amount to +/- 1% of the adjustment can, corresponds to the actual stop of the adjustment. So there is no denormalization, and the calculated adjustment position can further functional units of the Motor vehicle can be provided.

When Furthermore, it has been shown to be advantageous, if during the further correction an adjustment position calculated upon detecting the adjustment, in particular repeatedly, as a normalization position is stored when the Move over an expected stop position becomes. So there is a normalization correction, if the expected stop position within the mechanical adjustment path located. Here too, therefore, there is advantageously no denormalization.

The features and feature combinations mentioned above in the description as well as the below mentioned in the figure description and / or in the figures alone shown features and feature combinations are not only in the specified combination, but also usable in other combinations or in isolation, without to leave the scope of the invention.

Further Advantages, features and details of the invention will become apparent the claims, the following description is more preferred Embodiments and with reference to the drawings. Showing:

1 schematically a mechanical displacement of an adjustable interior part of a motor vehicle, and an associated, calculated by means of a control device adjustment with predetermined capture areas;

2 schematically offset from the mechanical displacement displaced calculated Verstellwege, expected end stops of the calculated adjustment come outside the mechanical adjustment path to come to rest; and

3 Deviations of calculated adjustment paths from the mechanical adjustment path in cases where expected end stops are within the mechanical adjustment path.

In the present case is an adjustment 10 provided to an interior part, such as a vehicle seat or a steering column, a motor vehicle along a mechanical adjustment path 12 to adjust. The adjustment is made via an adjusting motor, which is assigned as a measuring device, a position counter. Due to the signals of the measuring device, a control unit thus calculates adjustment positions along a calculated adjustment path 14 ,

The Position detection, ie the calculation of adjustment positions by Evaluation of the signals of the measuring device takes place, for example by counting pulses at each engine revolution the adjusting motor arise. This can be used as a measuring device Hall sensor used. Alternatively, the through a mechanical Kommutationsvorgang in the motor current signal resulting Current ripple be evaluated.

However, this is a relative position detection. This means that the position counter before normalization has no relation to positions on the mechanical adjustment path 12 has, for example, to a first stop or normalization stop 16 or a counter-attack 18 , In order to use the calculated by the control unit adjustment position for other functional units of the motor vehicle, such as maps that take into account the position of the interior part, the production of such a reference is necessary. For example, it may be provided to use the seat position and / or the steering column position for driving an airbag and / or a belt tensioner.

The establishment of the relationship between the relative position counter and the mechanical seat or steering column position is called normalization. Standardization can be achieved by starting from at least one end stop 16 . 18 each mechanical adjustment 12 be performed.

For standardization, the following mechanical limit stops can be used as normalization stop 16 to be used: longitudinal adjustment front stop backrest adjustment front stop Headrest adjustment bottom stop tilt adjustment bottom stop height adjustment bottom stop Seat cushion depth adjustment rear stop Steering column adjustment forward / backward front stop (cockpit direction) Steering column adjustment high / low upper stop

LV

Längsverstellung

L

Lehnenverstellung

NV

Neigungverstellung

HV

Höhenverstellung

SK

Sitzkissentiefenverstellung

K

Kopfstützenverstellung

LS

h/t Lenksäulenverstellung hoch/tief

LS

v/z Lenksäulenverstellung vor/zurück.

The following abbreviations are used in the following:

LV

longitudinal adjustment

L

backrest adjustment

NV

tilt adjustment

HV

height adjustment

SK

Seat cushion depth adjustment

K

Headrest adjustment

LS

h / t steering column adjustment high / low

LS

v / z Steering column adjustment forward / backward.

The activation of the adjustment motor can after reaching the respective normalization stop 16 still for min. 250 msec. The control unit switches the variable motor after detection of the standard stop 16 from.

After normalization of an adjustment 10 , which in the following is sometimes referred to as the adjustment axis or axis, by means of a normalization routine is a calculated adjustment position, which with the normalization stop 16 correlated, as normalization position 20 stored twice, once as a correctable first normalization position 20 and once as a stored reference normalization position. The currently valid standard position 20 is therefore variable by a deviating from the normalization routine Nachnormierung.

On the other hand, the reference normalization position is maintained until the normalization routine again a normalization is performed. The reference normalization position is not changed by the re-normalization and may be from the normalization position 20 differ.

Around to ensure that the reference normalization position is maintained, even if the supply voltage breaks down, the cached by the position counter until they are stored in non-volatile memory (e.g. B.: EEPROM, FRAM) are secured. Complementary or alternative can be the values supplied by the position counter during the adjustment cyclically into a non-volatile Memory to be stored. After each change of the meter reading a new storage takes place.

Based on 1 In the following, a situation is illustrated which results in a re-normalization. So one is on both sides of the normalization position 20 extending first capture range B4, within which the Nachnormierung occurs when when adjusting within the capture range B4 of the standardization stop 16 is recognized. Upon a new recognition of the mechanical standardization stop 16 within the capture region B4, the post-normalization is performed such that the calculated adjustment position, ie the normalization position 20 , is replaced by the stored reference normalization position.

Preferably, the capture range B4 is selected so that its size corresponds to the values for the positioning accuracy. For example, the capture range B4 can be in each case one percent of the mechanical adjustment path 12 on both sides of the standard position 20 extend.

A re-normalization on a detected stop 16 takes place in a predetermined range of the calculated adjustment path defined by the sizes of respective capture regions B1 and B2 14 at the point at which the adjustment device was previously normalized. Catch areas B1 to B3 at the counterstop 18 are based on the mechanical adjustment 12 calculated. The values for the mechanical adjustment path 12 and for the capture ranges B1, B2, B3 and B4 are adjustable via diagnosis

For every adjustment device 10 For example, 2 bytes may be stored in a non-volatile memory such as an EEPROM for parameterization. The correction is carried out in dependence on the adjustment axis as described in Table 1. Table 1; Parameter for normalization correction byte bit description LV L K HV NV SK LS h / t LS v / z 0 0 0: Normalization for the axis not possible 1: Standardization for the axis possible 1 1 1 1 1 1 1 1 1 Swaps the normalization stop; is considered accordingly in the software 0 0 0 0 0 0 0 0 ² - 1 1 1 1 1 1 1 1 3 Scaling on the normalization stop: Shift the standardization point by a correction value "X1" 1 1 1 1 1 1 1 1 4 Re-normalizing on standardization stop: Correct normalization point by a value that passes 1 1 1 1 1 1 1 1 5 Normalization allowed on the counterstop if the axis is de-normalized. 1 0 1 1 1 1 1 1 6 Nachnormieren on the counter stop: Move the standardization point by the correction value "X1" 0 0 0 1 1 1 1 1 7 Re-normalizing on the counter-stop: Correct the standardization point by the value passing over 1 1 1 1 1 1 1 1 1 0 1: The normalization position is only changed by the correction value "X1" when the same position is approached the second time. The same position is recognized within a window. The size of the window can be changed in the EEPROM. 0: The normalization position is always changed by the correction value "X1" when a stop is detected. _{1 1 1 1 1 1 1 1} 1 Re-normalizing at the counterstop: normalization point is corrected if a stop is detected in the capture areas "B1" and "B2"; Normalization in the counterstop must be allowed (byte 0, bit 5) 0 0 0 0 0 0 0 0 2 1: Correction logic switched on at "B4" 0: Correction logic switched off at "B4" 1 1 1 1 1 1 1 1

2 illustrates a normalization correction for cases where an end stop expected by the controller is present 22 . 24 outside the mechanical adjustment path 12 located.

Becomes a mechanical stop for the second time, such as the standard stop 16 when adjusting the interior part in an adjustment 26 , started before the adjustment position calculated by the control unit reaches the expected end stop 22 corresponds, then the normalization position 20 by a predetermined correction value X1 in the direction of the actual mechanical standardization stop 16 postponed.

The correction value X1 is adjustable. It can be provided as a default value that the size of the correction value X1 corresponds to the size of the Fangebereichs B1, which at five percent of the mechanical adjustment path 12 can lie.

If necessary, this is repeated until the mechanical stop, such as the standard stop 16 , comes to rest in a window, which is starting from the normalization position 20 in the capture area B4 around the normalization position 20 located. If this is true, the expected end stop 22 as normalizing position 20 used, the normalization position 20 So be corrected.

For some adjustment 10 (For example, the seat back) can be blocked by leaning on a seat occupant, such as the driver, the adjustment. To prevent it already with a one-time blocking of the adjustment 10 to a correction of the normalization position 20 comes, is with respect to 2 Thus described correction preferably does not already made at the first start of a mechanical stop, but only at the second start of the mechanical stop, such as the normalization stop 16 ,

In the assumption that further blocking the adjusting device 10 not by the driver again at the same position on the mechanical adjustment 12 Thus, only a second block on the same stop leads to the reference to 2 described normalization correction. In this case, provision may in particular be made for the mechanical stop to be recognized a second time within a specific window, which may amount to ≦ 1% of the mechanical adjustment path. Depending on the mechanics and / or the Hall sensor resolution (motor revolutions / path), a larger window is also possible.

How out 2 is apparent, is the described correction, in which an expected stop position 22 . 24 towards the actual mechanical stop 16 . 18 is also possible if it is at the expected end stop 24 one to the counter-attack 18 assigned calculated adjustment position acts, so the calculated end stop 24 , Here is the adjustment 28 then the previously considered adjustment 26 opposite, as well as the direction in which the expected adjustment position is shifted by the correction value X1.

As the adjustment cycles increase, the reference normalization position may change from the normalization position 20 remove. If blocking is then detected in a catching area B4 'about the reference normalizing position, for example due to a movement in the region of the mechanical adjustment path 12 placed obstacle, only then becomes the normalization position 20 , replaced by the stored reference normalization position when the capture range B4 is around the normalization position 20 and the capture range B4 'overlap each other with the stored reference normalization position. Otherwise, the correction is made as with reference to 2 described, so it is made a correction to the correction value X1.

3 illustrates a further normalization correction for cases in which calculated by the control unit, ie expected end stop 22 . 24 within the mechanical adjustment path 12 located. For example, the expected end stop 22 when adjusting the interior part in the adjustment 26 run over without the actual mechanical standardization stop 16 is reached. In this case, the previous normalization position 20 which the expected end stop 22 replaced by the currently calculated adjustment position as soon as the expected end stop 22 at least exceeded by the value of the size of the capture range B3. There is no denormalization. The calculated adjustment path 14 So is the value of the size of the capture area B3 in the direction of the mechanical standardization stop 16 postponed.

Alternatively, when adjusting in the adjustment 26 a correction is conceivable if the expected end stop 22 was overrun by the value of the size of the capture area B2. By selecting the capture range B3 is achieved that a position output when crossing the end stop 22 a comparatively small deviation from the normalization stop 16 having.

How out 3 is evident, there is also no Entnormierung when the expected end stop 24 when adjusting the interior part in the adjustment 28 is driven over without the actual mechanical counter-attack 18 is reached. In this case, the previous normalization position 20 which the expected end stop 24 replaced by the currently calculated adjustment position as soon as the expected end stop 24 was overrun by the value of the size of the capture area B2. The calculated adjustment path 14 So is the value of the size of the capture area B2 in the direction of the mechanical counter-attack 18 postponed.

In some cases, instead of correcting the normalization position 20 on at least one of the related 1 to 3 Desmaturation occurs. Thus, the adjustment 10 be denormalized when the measuring device, such as the Hall sensor is detected during the adjustment as defective or when the normalization routine or a Entnormierroutine is started. Likewise, desaturation may be provided when the direction of rotation of an adjustment is changed by programming or when the position counter has a value which is outside a predetermined valid range. If, according to Table 1, bits 4 and 7 are not set in byte 0, deseasoning can also take place if the capture range B2 is crossed over. In the evaluation of current ripples produced in the motor current signal, it may be provided that the signal is denormalized if the motor current signal can not be evaluated due to a defect in the adjusting motor.

Preferably, a qualitative evaluation of the position counter with respect to the normalization position 20 , As a result, position information can be used particularly reliably by other functional units of the motor vehicle.

at The relative measurement method can be determined by current measurement or a second Hall sensor are particularly largely ensured that the existing caster and / or reverse a stop of the adjusting motor are detected correctly. This too serves to improve the quality of the position counter.

The positioning accuracy of the adjustment 10 can be determined metrologically. For this purpose, a plurality of adjustments by means of the adjustment 10 be made. By such a continuous run, it is then possible to empirically determine how many adjustments are possible without significant loss of positioning accuracy. For example, for an adjustment 10 be provided for the adjustment of a vehicle seat endurance with at least ten vehicle seats. If eight vehicle seats are used, one endurance test may include 5,000 adjustments, and 30,000 adjustments if two vehicle seats are used.

at the endurance runs, it has been shown to be beneficial interference to take into account, such as interference from the electrical system (1, 2, 3 a / b, 4) and the electrical system ripple (within the operating voltage). It can also play a role, whether the vehicle seat loaded or is unloaded. The continuous run also includes phases in which control devices when the car is parked in a state of rest, this is also a potential source of interference to take into account. Furthermore, the temperatures are playing in carrying out the endurance run a role, so that a temperature window from -10 ° C to + 70 ° C can be provided. Also a particularly rapid adjustment of the Interior part about as part of an easy-entry function, can as a disturbance be taken into account.

From such an endurance run, a number of possible displacements X0 can be derived, so that at less than X0 adjustments over the life of the adjustment 10 the determined positioning accuracy is maintained.

To count the adjustments in each adjustment 26 . 28 in each case a separate adjustment counter can be used, which in each case following the execution of a correct normalization routine and / or hedging routine of the respective adjustment 10 reset to zero.

To monitor the quality of the adjustment 10 A reliability byte can be provided in the control unit. After the correct startup of the control unit, the reliability byte for each adjustment 10 set to 100%. If the value of the reliability falls below a threshold value X4, then another use of the adjustment device can be used 10 be prevented a further functional unit of the motor vehicle provided position information.

One Decrease the initial value of 100% for the reliability byte may be due to Hall pulses outside a monitoring time are given and / or if outside the catch areas one Block recognition takes place and / or overruns catch areas be and / or if an excess force limit Pinching has detected and / or at a loss of power when active Adjustment and / or at a faulty Hall sensor level at active adjustment after the block detection time.

The reliability byte of an adjustment device 10 can be set to 0% if for the relevant adjustment device 10 more than the intended X0 adjustments have been made and / or after a vehicle change and / or at a descaling of the adjustment 10 ,

The control unit can validity information about other functional units of the motor vehicle mean, which indicates whether the of the adjustment 10 provided position value can be used or not. For example, the validity information is sent by the controller as "one" as long as the reliability byte is greater than the threshold X4. When falling below or reaching the threshold X4 is sent as validity information "zero".

The normalization routine serves to normalize the respective adjustment device 10 If scaling has not been achieved, the "End abnormal" bit remains set in the routine status. To evaluate whether the end was abnormal, only axes are used, which were also passed as parameters (see Table 2). Table 2; Parameter normalization routine byte bit content 0 0 1: longitudinal adjustment 1 1: height adjustment 2 1: backrest adjustment 3 1: tilt adjustment 4 1: headrest adjustment 5 1: seat cushion depth adjustment 6 1: Steering column adjustment forward / backward 7 1: Steering column adjustment high / low

• a) die betroffene Verstelleinrichtung 10 entnormiert,
• b) der Hallsensorfehler gelöscht,
• c) das Innenraumteil um eine vorgegebene Anzahl an Motorumdrehungen des Verstellmotors und/oder für eine vorgegeben Zeitspanne von beispielsweise bis zu 2 sec in Gegenrichtung verfahren und
• d) danach auf den Normieranschlag 16 gefahren.

Which adjustment is to be normalized is transferred as a parameter when the routine is called. With the start of the normalization routine

• a) the affected adjustment device 10 denormalised,
• b) the Hall sensor error deleted,
• c) the interior part by a predetermined number of engine revolutions of the adjusting motor and / or for a predetermined period of time, for example, up to 2 sec in the opposite direction procedure and
• d) then to the normalization stop 16 hazards.

If in step c) the counter-attack 18 approached, there is no normalization. Namely, in step c) on the counter-attack 18 Normalized, this can lead to the fact that in a routine abort the adjustment 10 is normalized, but the routine status indicates "end abnormal". If the routine is not aborted and on the counter stop 18 Normalized, this can lead to the status "normal" being displayed at the end of the routines and the adjustment device 10 is normalized incorrectly.

Be several adjustment 10 standardized at the same time, the switching of the respective adjusting motors is done with a time offset, for example, of 40 msec. This value can be stored in the non-volatile memory (eg: EEPROM).

A de-normalizing routine is used to denormalize the respective adjusting device 10 , If denormalization is not possible, the bit "end abnormal" remains set in the routine status. Which adjustment should be denormalized is transferred as a parameter when the routine is called (see Table 3). Table 3; Parameter Entnormierroutine byte bit content 0 0 1: longitudinal adjustment 1 1: height adjustment 2 1: backrest adjustment 3 1: tilt adjustment 4 1: headrest adjustment 5 1: seat cushion depth adjustment 6 1: Steering column adjustment forward / backward 7 1: Steering column adjustment high / low

Another safeguard routine serves to secure the normalization position 20 , To get a correct normalization position 20 ensure that it can be provided that the control unit a shutdown of the complete mechanical adjustment 12 causes.

This security routine is to be executed in particular after the normalization routine. With the start of the hedge routine, saved software stops for the respective adjustment axis are deleted. Travel limits by software are ignored when running the routine. Depending on the current position, the control unit decides which stop will be approached first. If the current adjustment position corresponds to ≤ 50% of the total adjustment path, the normalization stop will be used 16 first approached. At a current adjustment position of> 50% of the total adjustment path, the counter-attack becomes 18 approached.

Corresponds to the current position of the normalization position 20 , the adjusting motor causes a departure from the normalization stop 16 , for example by twenty engine revolutions.

Subsequently, until the recognition of the block in the direction normalization stop 16 hazards. Analog becomes for the counter-attack 18 proceed if the current position equals the counter-stroke 18 equivalent. After detecting the first block, the adjustment in the opposite direction is started. The save routine (see Table 4) completes successfully when both software stops are stored. If the end is abnormal, normalization is performed again. Table 4; Parameters for the backup routine byte bit content 0 0 1: longitudinal adjustment 1 1: height adjustment 2 1: backrest adjustment 3 1: tilt adjustment 4 1: headrest adjustment 5 1: seat cushion depth adjustment 6 1: Steering column adjustment forward / backward 7 1: Steering column adjustment high / low

The memory blocks listed below can be provided in the control unit. Table 5 lists the mechanical constants for the respective adjusting device 10 on. Table 5; Mechanical constants for each adjustment axis byte bit content 0 0 0: Default direction of rotation 1: changed direction of rotation 1-3 - 4 0: Limitation of the (calculated) adjustment path at the normalization stop not active 1: Limitation of the (calculated) adjustment path at the normalization stop active 5 0: no mechanical reduction of the mechanical adjustment path on the normalization stop 1: reduction of the mechanical adjustment path on the standardization stop 6 0: Limitation of the (calculated) adjustment path on the counterstop not active 1: Limitation of the (calculated) adjustment path on the counterstop active 7 0: no reduction of the mechanical adjustment path on the counter stop 1: reduction of the mechanical adjustment path on the counter stop 1 0-7 Mechanical adjustment high-byte "B0" (default: 100%) 2 0-7 Mechanical adjustment low-byte "B0" (default: 100%) 3 0-7 Catch range 1 "B1" (Default: 5%) 4 0-7 Catch range 2 "B2" (default: 7%) 5 0-7 Catch area 3 "B3" (default: 2%) 6 0-7 Catch range 4 "B4" (default: ± 1%) 7 0-7 Correction value "X1" (default: 5%) 8th 0-7 Pre-block distance (= length of a guard stop) at the standard stop 9 0-7 Pre-block distance (= length of a guard stop) at the counterstop

The following table provides a more detailed description of the parameters of the mechanical constants. byte bit content description 0 0 direction of rotation - 1-3 - - 4 Activate limitation of the adjustment path on the standard stop If the bit is set, the adjustment is limited at the normalization stop. The limitation is only via the software. An additional mechanical limitation must not be used. The path for the limitation is described in a separate memory block. 5 Influence on overall adjustment path "B0" at the standard stop The bit is used to check the plausibility of the mechanical adjustment path 12 (= Total displacement "B0"). The parameter is necessary if the adjustment path is reduced by a hardware stop at the standardization stop. By reducing the Gesamtverstellweges move accordingly the capture areas B1 to B4 on Normalieranschlag. (Replacement offset) 6 Activate limitation of the adjustment path on the counterstop If the bit is set, the adjustment at the counter stop is limited. The limitation is only via the software. An additional mechanical limitation must not be used. The path for the limitation is described in a separate memory block. 7 Influence on "B0" on the counterstop The bit is used to check the plausibility of Gesamtverstellweges. The parameter is necessary if the adjustment path is reduced by a hardware stop at the counterstop. Due to the reduction of the mechanical adjustment path, the catch areas "B1" to "B3" also move accordingly on the counterstop. (Replacement offset) 1 0-7 "B0" high byte As a mechanical adjustment of the nominal value of the adjustment is used. 2 0-7 "B0" low byte 3 0-7 "B1" Within the area "B1" a re-standardization or storage of the software stop is possible 4 0-7 "B2" Only effective if "drag" on the normalization stop is deactivated or "B3">"B2". Within the area "B2" a re-standardization or storage of the software stop is possible. When crossing this range, the axis is de-normalized and the software stop is deleted. 5 0-7 "B3" When moving over the range "B3", the normalization position is replaced by the current position. The software stop must be retraced with the normalization position (alternative: delete software stop). The range "B3" is meaningfully smaller than "B2". 6 0-7 "B4" If a post-standardization occurs in the "B4" area, the current position counter is replaced by the reference standardization position. The range "B4" corresponds to the values for the positioning accuracy. 7 0-7 "X1" If the same block within the window is detected a second time between the areas "B1", the normalization is changed by the correction value "X1". 8th 0-7 Pre-block distance at the normalization stop - 9 0-7 Pre-block distance at the counterstop -

Due to the extended parameterization options via bits 5 and 7 in byte 0, no extra memory block is required for offsets. You can use the memory blocks for travel limits. There is no dependency between bits 4 and 5 or 6 and 7. It can set each bit individually become. If both bits are set, the behavior can be described as in the following example: Limitation at normalization stop via diagnostic block: 20 mm Limitation by mechanical component: 20 mm

If the adjusting device is normalized on the mechanical component, the mechanical displacement becomes 12 for example reduced by 20 mm.

By additionally activating the software limitation (bit 4), the adjustment travel can be reduced by another 20 mm, for example. However, this does not affect the mechanical adjustment 12 ,

The Position output starts in particular when the axis is at the normalization stop stands, with 20 mm. The position output is preferably based on the original, mechanical adjustment path.

The Catch areas B1 to B4 depend on the normalization point and the expected counter-attack.

at the commissioning of the control unit monitors the control unit, whether all the necessary routines and programming were carried out. It checks if for in the diagnostics block as part of the configuration for standardization protection selected adjustment axes the normalization routine and the Hedging routine successful, ie as "normal", finished. As long as the commissioning has not yet ended, remains the error in the control unit is set to "current and saved". When commissioning is completed, the error is cleared. The status of commissioning can be read out via diagnostics.

To avoid abuse, it may be provided that the diagnostic block is not writable. Table 6; Status commissioning byte bit content 0 0 0: Longitudinal adjustment normalized 1: Longitudinal adjustment not normalized 1 0: height adjustment normalized 1: height adjustment not normalized 2 0: Backrest adjustment normalized 1 1: Backrest adjustment not normalized 3 0: Tilt adjustment normalized 1: Tilt adjustment not normalized 4 0: Headrest adjustment normalized 1: Headrest adjustment not normalized 5 0: Seat cushion depth adjustment standardized 1: Seat cushion depth adjustment not normalized 6 0: Steering column adjustment normalized forward / backward 1: Steering column adjustment forwards / backwards not standardized 7 0: Steering column adjustment high / low normalized 1: Steering column adjustment high / low not normalized 1 0 0: Adjustment of the longitudinal adjustment with routine completely traversed 1: Adjustment of the longitudinal adjustment with routine not completely retracted 1 0: Adjustment of the height adjustment with routine completely traversed 1: Adjustment of the height adjustment with routine not completely retracted 2 - 3 0: Adjustment path of inclination adjustment with routine completely traversed 1: Adjustment path of inclination adjustment with routine not completely retracted 4 0: Adjustment of the head restraint adjustment with routine completely retracted 1: Adjustment of the head restraint adjustment with routine not completely retracted 5 0: Adjustment of seat cushion depth adjustment with routine completely retracted 1: Adjustment of seat cushion depth adjustment with routine not completely retracted 6 0: Adjustment of the steering column adjustment forwards / backwards with routine completely retracted 1: Adjustment of the steering column adjustment forwards / backwards with routine not completely retracted 7 0: Adjustment range of the steering column adjustment high / low fully retracted 1: Adjustment of the steering column adjustment high / low not completely retracted 2 0 0: Number of adjustments ("X3_LV" ≤ "X0") for longitudinal adjustment not exceeded 1: Number of adjustments ("X3_LV">"X0") for longitudinal adjustment exceeded 1 0: Number of adjustments ("X3_HV" ≤ "0") for height adjustment not exceeded 1: Number of adjustments ("X3_HV">"X0") for height adjustment exceeded 2 0: Number of adjustments ("X3_L" ≤ "X0") for fief adjustment not exceeded 1: Number of adjustments ("X3_L">"X0") for fief adjustment exceeded 3 0: Number of adjustments ("X3_NV" ≤ "X0") for tilt adjustment not exceeded 1: Number of adjustments ("X3_NV">"X0") for tilt adjustment exceeded 4 0: Number of adjustments ("X3_K" ≤ "X0") for headrest adjustment not exceeded 1: Number of adjustments ("X3_K">"X0") for headrest adjustment exceeded 5 0: Number of adjustments ("X3_SK" ≤ "X0") for seat cushion depth adjustment not exceeded 1: Number of adjustments ("X3_SK">"X0") for seat cushion depth adjustment exceeded 6 0: Number of adjustments ("X3_LS-v / z" ≤ "X0") for steering column adjustment forwards / backwards not exceeded 1: Number of adjustments ("X3_LS-v / z">"X0") for steering column adjustment forwards / backwards exceeded 7 0: Number of adjustments ("X3_LS-h / t" ≤ "X0") for steering column adjustment high / low not exceeded 1: Number of adjustments ("X3_LS-h / t">"X0") for steering column adjustment high / low exceeded 3 0 0: routine for variant definition carried out 1: routine for variant definition not carried out 1 0: Adaptation routine performed 1: Adaptation routine not performed 2 not defined 3 not defined 4 not defined 5 not defined 6 not defined 7 not defined

As soon as the adjustment counters are "X3" ≤ "X0", the corresponding bits in byte 2 are set to "zero".

To A vehicle change, all bytes are preferably set to 0xFF. To detect a vehicle change, a vehicle identification number ("Vehicle Identification Number") evaluated.

After setting the bytes to 0xFF, the corresponding error is stored, and individual bits are reset to "zero" depending on the memory blocks in the configuration of the periphery and in the normalization protection configuration. Likewise unused bits are reset to "zero". The standardizing position 20 remains. After a normal end of the normalization routine and / or the hedging routine of the respective adjustment axis, the associated Ver Reset counter to "zero".

in the As part of the peripheral configuration, byte 0 is used Adjusting motors configured. This byte influences the error storage and commissioning of the control unit. For the Unmounted variable motors can in the memory block during commissioning of the control unit the corresponding Bits in bytes 0 and 1 are set to "zero".

Byte 1 configures the built-in adjustment switches. This byte influences the fault storage and decides whether the vehicle seat is adjusted via a local switch or via CAN. Byte 2 configures the installed status switches. This byte influences the error storage. Table 7; Parameter ECU configuration byte bit content 0 0 0: Longitudinal adjustment not installed 1: Longitudinal adjustment installed 1 0: height adjustment not installed 1: height adjustment installed 2 0: Backrest adjustment not installed 1: Backrest adjustment installed 3 0: Inclination adjustment not installed 1: Inclination adjustment blocked 4 0: Headrest adjustment not installed 1: Headrest adjustment installed 5 0: Seat cushion depth adjustment not installed 1: Seat cushion depth adjustment installed 6 0: Steering column adjustment forwards / backwards not installed 1: Steering column adjustment installed backwards / forwards 7 0: Steering column adjustment high / low not installed 1: Steering column adjustment high / low installed 1 0 0: seat diverter switch not installed 1: seat adjustment switch installed 1 0: Rear compartment access switch not installed 1: Rear compartment access switch installed 2-7 not defined 2 0 0: Backrest unlock switch not installed 1: Backrest unlock switch installed 1 0: Backrest tilt switch not installed 1: Backrest tilt switch installed 2 0: Height unlocking switch not installed 1: Height unlocking switch installed 3-7 not defined

As part of the standardization protection configuration, byte 0 selects the variable-speed motors to be considered when setting the error during commissioning. For the adjustment motors that are not to be taken into account, the corresponding bits in byte 1 are set to "zero" in the memory block when the control unit is started up. Table 8; Parameters for standardization protection byte bit content 0 0 0: do not take into account longitudinal adjustment 1: consider longitudinal adjustment 1 0: do not consider height adjustment 1: take into account height adjustment 2 0: do not take into account backrest adjustment 1: consider backrest adjustment 3 0: do not consider inclination adjustment 1: consider inclination adjustment 4 0: do not consider head restraint adjustment 1: consider head restraint adjustment 5 0: do not consider seat cushion depth adjustment 1: take into account seat cushion depth adjustment 6 0: Do not consider the steering column adjustment forwards / backwards 1: Consider the steering column adjustment forwards / backwards 7 0: Do not consider steering column adjustment high / low 1: Consider steering column adjustment high / low

Also, the Entnormier causes can be stored coded. For example, the following causes of de-normalization in the byte of the de-normalized adjusting device 10 are displayed: 0x00: has not been standardized 0x01: Hall sensor error 0x02: lost current position 0x03: Override the standardization point by more than 5% from the adjustment path 0x04: Position counter outside the valid range (2000 ... 63000) 0x05: de-normalized by diagnostic de-normalizing routine 0x06: de-normalized by diagnostic normalization routine 0x07: Motor current signal can not be evaluated (motor defect) 0x08: Change the direction of rotation.

The de-corollary is preferably saved in a nonvolatile memory (eg EEPROM). In the case of denormalization, the last cause always remains in particular. Table 9; Entnormierursache byte bit Surname 0 longitudinal adjustment 1 height adjustment 2 backrest adjustment 3 tilt adjustment 4 Headrest adjustment 5 Seat cushion depth adjustment 6 Steering column adjustment forward / backward 7 Steering column adjustment high / low

Furthermore, an error code is preferably provided. Table 10; error code error code error text 0x9099 Error: Control unit must be put into operation or commissioning not completed, see table 11 Table 11; 0x9099: Error: Commissioning incomplete Test requirements Module awake callup cyclic 500 ms Error setting conditions & verification Any bit in the memory block "When commissioning the control unit" set. Effect: - Error reset condition & self-healing All bits in the memory block "When commissioning the control unit" are reset. instruction Control unit must be restarted.

at the determination of the normalization logic is subject to the following considerations Reasons.

In In a first case, the initial situation is that of the adjustment axis normalized, the normalization corresponds to the mechanical stop and the memory positions are stored. After any Number of adjustments, the re-normalization occurs within the Catch range B1 or B2 (eg: loss of Hall pulses due to castering). If the current position is replaced by the normalization position, so the memory position is retained.

In In a second case, the initial situation is that of the adjustment axis is de-normalized and the memory positions are stored. at Normalization saves the current position as normalization position. If this normalization takes place at the correct stop, this is the behavior in the further course as in the first case. Is the normalization not done? at the correct stop, the normalization position is replaced by current Position replaced and the memory position is retained.

In In a third case, the initial situation is that of the adjustment axis normalized, the normalization position is not the mechanical stop corresponds and the memory positions are stored. in this connection is the normalization behavior as in the second case. The standardizing position may deviate from mechanical stop if a user of the motor vehicle corrects a positioning error by correcting the seating position, for example and then re-storage. Here is replaced the normalization position by the current position and the Memory position is retained

QUOTES INCLUDE IN THE DESCRIPTION

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Cited patent literature

• - DE 20221489 U1 [0002]

Claims (6)

Method for normalizing an adjusting device ( 10 ), in which an adjustable interior part of a motor vehicle along a Verstellweges ( 12 ) is moved and by means of a measuring device, the adjustment is detected, wherein in case of a deviation between a calculated during detection adjustment position ( 22 . 24 ) from one position ( 16 . 18 ) on the adjustment path ( 12 ) the calculated adjustment position ( 22 . 24 ) is corrected, characterized in that when falling below a predetermined size of the deviation, a first correction is made, wherein when exceeding the predetermined size of the deviation at least one further correction is made, which is different from the first correction. Method according to claim 1, characterized in that that at the first correction the calculated adjustment position by a stored reference normalization position is replaced. A method according to claim 1 or 2, characterized in that in the further correction an expected stop position ( 22 . 24 ), in particular repeatedly, in the direction of an actual attack ( 16 . 18 ) of the adjustment path ( 12 ) is moved when the actual stop ( 16 . 18 ) is reached before the calculated adjustment position of the expected stop position ( 22 . 24 ) corresponds. Method according to one of claims 1 to 3, characterized in that in the further correction a calculated when detecting the adjustment adjustment position, in particular repeatedly, as normalization position ( 20 ) is stored when, when adjusting an expected stop position ( 22 . 24 ) is run over. Method according to one of claims 1 to 4, characterized in that the quality of the adjusting device ( 10 ), in particular depending on the result of a correction is monitored. A method according to claim 5, characterized in that the calculated adjustment position of at least one further functional unit of the motor vehicle is used when the monitored quality of the adjusting device ( 10 ) exceeds a predetermined threshold of quality.