EP1987576A1 - Électronique de commande de siège et procédé destiné à un dispositif de réglage motorisé de siège de véhicule - Google Patents

Électronique de commande de siège et procédé destiné à un dispositif de réglage motorisé de siège de véhicule

Info

Publication number
EP1987576A1
EP1987576A1 EP07722827A EP07722827A EP1987576A1 EP 1987576 A1 EP1987576 A1 EP 1987576A1 EP 07722827 A EP07722827 A EP 07722827A EP 07722827 A EP07722827 A EP 07722827A EP 1987576 A1 EP1987576 A1 EP 1987576A1
Authority
EP
European Patent Office
Prior art keywords
adjustment
load
total load
during
drive
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP07722827A
Other languages
German (de)
English (en)
Inventor
Markus Schüssler
Thomas RÖSCH
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Brose Fahrzeugteile SE and Co KG
Original Assignee
Brose Fahrzeugteile SE and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Brose Fahrzeugteile SE and Co KG filed Critical Brose Fahrzeugteile SE and Co KG
Publication of EP1987576A1 publication Critical patent/EP1987576A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
    • H02H7/00—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions
    • H02H7/08—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for dynamo-electric motors
    • H02H7/085—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for dynamo-electric motors against excessive load
    • H02H7/0851—Emergency protective circuit arrangements specially adapted for specific types of electric machines or apparatus or for sectionalised protection of cable or line systems, and effecting automatic switching in the event of an undesired change from normal working conditions for dynamo-electric motors against excessive load for motors actuating a movable member between two end positions, e.g. detecting an end position or obstruction by overload signal
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/02—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles the seat or part thereof being movable, e.g. adjustable
    • B60N2/0224—Non-manual adjustments, e.g. with electrical operation
    • B60N2/0244—Non-manual adjustments, e.g. with electrical operation with logic circuits
    • B60N2/0277—Non-manual adjustments, e.g. with electrical operation with logic circuits characterised by the calculation method or calculation flow chart of sensor data for adjusting the seat
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2210/00—Sensor types, e.g. for passenger detection systems or for controlling seats
    • B60N2210/10—Field detection presence sensors
    • B60N2210/14—Inductive; Magnetic field
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2220/00—Computerised treatment of data for controlling of seats
    • B60N2220/20—Computerised treatment of data for controlling of seats using a deterministic algorithm

Definitions

  • the invention relates to a seat control electronics, which is set up to control and regulate a motor-driven Kraft mecanicaltellvor Vietnamese and has a anti-trap function.
  • the invention further relates to a method for controlling a motor-driven Kraft mecanicaltellvortechnische, in particular a seat adjustment.
  • an anti-trap is advantageous to stop in case of need, so if an object or a body part is clamped to stop the motor drive and optionally to reverse.
  • characteristics of the motorized drive can be evaluated. Such characteristics are, for example, the motor voltage, the motor current or the speed. From these, the engine torque and from this in turn an excess force can be determined. The excess force results from the difference between the total force exerted by the engine and a Rescueverstellkraft, which is required in particular to overcome the friction and to accelerate the adjustment.
  • the determination of the adjusting force is difficult because, for example, the friction during the adjustment process can vary through places with higher binding.
  • aging effects or temperature effects on the friction can have a significant influence. Partially varying acceleration forces are also taken into account when determining the excess force.
  • EP 1 310 030 B1 a plurality of individual forces in a summation point are summed to determine a resulting excess force, and a surplus force or pinching force is determined by comparison with the force currently exerted by the motor.
  • the invention has for its object to provide a seat control electronics and methods for the most secure detection of a Einklemmfalls at a seat adjustment.
  • the object directed to the seat control electronics is achieved according to the invention with the features of claim 1 or with the features of claim 9.
  • the object directed to the method is achieved with the features of claim 10.
  • a seat control electronics is provided with a anti-trap function for a motor-driven Wegverstellvorraum io.
  • the seat control electronics is designed and set up to determine an adjustment movement of a drive from at least one detected parameter of the drive. Furthermore, the seat control electronics is set up during a plurality of short-term adjustments of the drive in the same adjustment direction to pinch an object or body part. Under a plurality of short-term adjustments of the drive while two, three or even more adjustments understood by the user, for example, tries to control a certain adjustment by this jog operation by the majority of short-term controls. Due to the short time of the activation, even the pinching case 0 may not be determined within one of these adjustments.
  • the seat control electronics are therefore designed and set up to determine trapping from measured values of the characteristic variable of a first adjustment and from measured values of the characteristic large at least one second short-term adjustment.
  • the first adjustment also briefly, for example, for a second done.
  • a seat control electronics of a motor-driven motor vehicle seat adjustment device which is designed for monitoring a trapping case of at least one detected parameter of a drive.
  • the seat control electronics is set up to determine a first total load exerted by the drive during a first adjustment.
  • the seat tax Erelektronik set up after a Verstellpause at a second adjustment in the same adjustment direction to determine a second applied by the drive total load.
  • the Verstellpause is defined in time between two adjustments, so that these two adjustments are separated by this Verstellpause.
  • the seat control electronics does not delete an evaluation of the determined first total load when an adjustment of the second adjustment falls below a threshold.
  • the threshold therefore serves as a criterion by which the seat control electronics differentiate between a plurality of short-term adjustments and a "normal” adjustment. "Normal" adjustment makes it possible to determine the trapping case within this adjustment itself Evaluation of the determined first total load for the determination of Einklemmfalls further used. If the adjustment path is above this threshold, the evaluation of the determined first total load for the determination of the trapping case is discarded, since in particular within the second adjustment, enough measurement signals are available for a detection of a trapping case.
  • the seat control electronics is designed to stop or reverse the adjustment direction of the drive, if the trapping case is detected as a function of an evaluation of the first total load and the second total load.
  • the engine torque is determined from detected characteristic or manipulated variables of the engine, such as the motor current, the engine speed, etc.
  • the engine torque is also possible, directly from such characteristics without determining the actual torque one the total load to determine representative parameter or preferably to use the detected characteristic, in particular the detected for example by means of a Hall sensor speed directly as a criterion for the total load.
  • the recorded characteristic is therefore at the same time a direct reflection of the total load.
  • the seat control electronics is set up during the first adjustment of the first total load to determine and store a first base load.
  • the seat control electronics is set up during the second adjustment from a comparison between the first base load and the varying during the second adjustment second total load to determine whether the Einklemmfall exists.
  • the seat control electronics is set up to determine and store a second basic load during a start phase of the second adjustment from the second total load. However, this occurs only when the adjustment of the second adjustment exceeds said threshold.
  • the control device is set up during a monitoring phase from a comparison between the second base load and the varying during the second adjustment second total load to determine whether the Einklemmfall exists.
  • the seat control electronics for deleting the evaluation after exceeding the threshold is established.
  • it replaces the determined first base load by the second basic load.
  • the starting phase corresponds to a translational displacement of up to 50 mm or a tilt adjustment of about 1 ° of the adjustment.
  • the seat control electronics is therefore set up after a further adjustment in a third adjustment and to determine a third total load or further total load at each further short-term adjustment in the same direction of adjustment.
  • the seat control electronics is advantageously set up not to delete an evaluation of the determined first total load when an adjustment of the third adjustment or the further adjustment falls below the threshold. Rather, the drive is stopped by the seat control electronics or vice versa in its direction when detected in dependence on an evaluation of the first total load and the third total load of the Einklemmfall by the seat control electronics.
  • the seat control electronics is set up to determine the
  • Total load especially during the first adjustment to use a first mathematical model, and only at a significant deviation of the total load from the base load or a significant deviation of the detected characteristic during the second or a further adjustment, for the assessment of whether an entrapment exists on to switch a second mathematical model, which takes into account the trapping case.
  • the object of the invention is achieved by a seat control electronics seat adjustment of a motor vehicle, which is designed and set up to detect a characteristic of a drive of the seat adjustment during several short-term operations of the drive.
  • the seat control electronics is set up to evaluate the values of the parameter assigned to each of the several short-term actuations. Depending on these evaluations of several actuations, a trapping case is determined by seat control electronics.
  • the total load exerted by the motor drive is determined and recorded as the basic load of the adjusting device.
  • the basic load is composed here in particular of the friction load to be overcome and the acceleration work.
  • a monitoring phase follows, while from a comparison, in particular by a difference between the determined base load and the current Total load is determined whether a trapped case exists.
  • a countermeasure is initiated, such as stopping or reversing the motor drive.
  • a special feature here is the determination of the basic load at the beginning of the adjustment process. As a result, the current adjustment force is determined and used as a comparison value for the monitoring phase.
  • the starting phase in normal operation, there is no monitoring for the presence of a trapping case. It is assumed here that there is no trapping case during the starting phase. This is based on the consideration that at a
  • Seat adjustment can usually be assumed that a person located on the seat or behind the seat first still has sufficient freedom of movement or that the elasticity of the seat cushion is sufficiently high, so that at the beginning of the adjustment, the person is not trapped.
  • a free adjustment path is assumed during the starting phase, during which the basic load can be determined from the total load exerted by the drive.
  • the system is switched over to the second model.
  • the motor current and its deviation from a mean motor current can also be used as a parameter for the switching in the event of a significant deviation.
  • the first model takes into account the friction occurring in the adjusting device and in which the second model additionally comprises a spring model which takes into account the trapping case.
  • the use of the spring model is based on the consideration that in a possible Einklemmfall the trapped person is pressed into the seat cushion. This may be the seat cushion of a rear seat against which a front seat is moved. However, it may also be the seat cushion of the front seat when it is moved forward against the steering wheel or dashboard.
  • the soft seat cushion exerts a counterforce, in the value of the opposing force can be compared with a spring force.
  • the significant and characteristic deviation between the total load and the basic load is preferably the exceeding of a limit value for the difference between these two load values.
  • the total load within the second adjustment or within a further, subsequent adjustment with the base load of the first adjustment is evaluated by comparing the difference between the total load of the second or further adjustment and the base load of the first adjustment with the limit become.
  • the exceeding of a limit value for, for example, temporal or else local derivative of this difference is preferably used.
  • the speed is preferably used as an immediate parameter for the load.
  • the basic load is represented by a particularly medium speed. It is therefore provided a speed limit, below which a significant deviation is assumed.
  • the mean value of the total load or the recorded characteristic quantity representing the total load is preferably used during the first adjustment.
  • the total load of the motor drive occurring during a starting phase is preferably not taken into account.
  • this start-up phase defines the range until the engine reaches its desired speed. This is usually the case after a few engine revolutions. Since different adjustment forces can occur, for example, due to sluggishness over the adjustment path, it is provided according to an expedient development that the basic load is also determined during the monitoring phase of a control operation without adjustment pauses and retained as the current base load during normal operation for subsequent measurements of the parameter during the monitoring phase is used for the comparison with the total load.
  • the basic load is therefore also determined during the monitoring phase, in particular continuously, starting with the value determined for the base load during the starting phase.
  • the basic load is therefore tracked during the monitoring phase. In this case, discrete time windows can be provided, during which the basic load is determined.
  • the last determined current base load of the first adjustment is preferably recorded and the further course of the total load during a second or further adjustment, in particular the difference between the total load and the fixed base load or the difference between the values of the detected parameter representing the total load and the basic load are then checked for the presence of a trapping case.
  • Exceeding the significant deviation alone is not yet a sufficient criterion for the presence of a trapping case, as other situations, such as e.g. a local Schwärdorfkeit or a start against a mechanical stop may be present. After detecting the significant deviation, therefore, a further review and evaluation of the course of the total load is provided.
  • the total torque is determined from the characteristics of the engine drive as total load, and a basic torque is determined for the starting phase, with a resultant moment, in particular pinching moment, or a correlated variable being derived, in particular by subtraction.
  • a mechanism of the adjusting device weighting parameter weighted to determine the resulting trapping force.
  • the weighting parameter takes into account, for example, the lever length, the lever ratio or the position of the adjustment mechanism.
  • information about the danger areas ie, for example, the distances between the seats, which in particular are also dependent on body size, also flow into the weighting parameters.
  • the values of the weighting parameter are preferably determined and stored with the aid of measurements on a physical model. Alternatively, the values can also be determined by calculation.
  • a spring model is used as the basis for determining whether there is a trapping case, and in particular at least one spring constant is determined on the basis of which it is decided whether trapping is present.
  • the absolute size and / or the course of the spring constants are preferably used here.
  • On the basis of the course of the spring constants different operating situations, namely in particular a load movement, a start against a stop, a panic backlash, a stiffness and pinching distinguished. It is expedient to use at least two determined values for the spring constant in order to ensure reliable allocation.
  • at least three load threshold values are preferably defined, between which the spring constant is determined in particular by interpolation.
  • 1 is an illustration of a physical thought model of an adjustment, in particular a seat adjustment
  • 2 shows a control circuit for a first mathematical model for the description of the individual sequences in the adjusting device
  • Fig. 3 shows a second control loop to a second mathematical model for
  • 5 and 6 are schematic representations of force or torque curves for different movement classes occurring during the adjustment movement
  • FIG. 8 shows a speed-time diagram in which successive brief actuations of the adjustment take place
  • FIG. 9 shows a flow chart for anti-pinch protection, which distinguishes between continuous and short-term actuation.
  • Such a device has an adjusting mechanism, which comprises a seat support, which is usually longitudinally adjustable in slightly inclined to the horizontal guide rails. On the seat support at the same time an adjustable in their inclination backrest is attached. The pivot point of the backrest is hereby arranged somewhat spaced from the guide rails.
  • the adjusting device further comprises a drive motor both for the translational adjustment in the longitudinal direction of the seat carrier and for the inclination adjustment of the backrest. This is usually a DC motor or a variable speed DC motor.
  • FIG. 1 shows a physical model of thought of such an adjustment device.
  • the motor voltage u is applied to the motor 2 during operation and a motor current i flows.
  • the circuit has an ohmic resistance R and an inductance L.
  • a reverse voltage Ujn d is induced.
  • the motor exerts due to the motor current i an engine torque M Mot and drives a shaft 4 at a speed n.
  • the adjusting mechanism of the adjusting device is coupled, which is represented by the moment of inertia J.
  • a load torque ML is exerted by the adjusting mechanism, which counteracts the engine torque M M ot.
  • the load torque M L is composed of several partial torques, for example a frictional torque MR 1 exerted on account of the friction of the adjusting device, which friction torque M 1 can additionally be superimposed by a stiffness moment Ms.
  • a spring model is adopted to physically and mathematically describe in a simple model the physical processes involved in trapping a person between the seat and another seat or dashboard. ben.
  • this is expressed by the fact that the clamping torque M E contributing to the load moment M L is characterized as a spring moment of a spring 6 counteracting the engine torque M Mot .
  • This spring 6 is in turn characterized by a spring stiffness, which is mapped via a spring constant c.
  • the moment of inertia J is actually composed of several parts, in particular the moment of inertia of the motor and that of the mechanical parts of the seat. Since very large ratios are usually provided for motor seat adjusters, the proportion of the total moment of inertia of the mechanical parts is negligible and the calculation of the engine moment of inertia is sufficient.
  • the Einklemmmoment M E can be derived from the spring model, the following equation, according to the Einklemmmoment M E is proportional to the spring force F F , wherein the proportionality factor K 3 is a geometry of the adjustment taking into account weighting parameter.
  • the weighting parameter takes into account, for example, the lever length, the lever ratio or the position of the adjusting mechanism.
  • information about the danger areas ie, for example, the distances between the seats, which in particular are also dependent on body size, also flow into the weighting parameters.
  • the spring force F F is in turn proportional to the angle of rotation ⁇ - ⁇ ⁇ > which the proportionality factor is the spring constant c.
  • a mathematical model or a corresponding calculation algorithm can be derived, which can be represented by the control circuit shown in FIG. 2 in the event that initially the spring model representing the pinching case is disregarded.
  • This control loop essentially depicts the relationships according to equations 1 to 4.
  • a change in the motor current i leads to a changed voltage drop across the ohmic resistance R.
  • a change in the load torque M L leads to a change in the rotational speed and thus to a change in the induced countervoltage.
  • These two voltage components act on the motor voltage u back, so that a total of one control loop is formed.
  • a second mathematical model can be derived, with the help of which the current situation is checked for the presence of a trapping case.
  • This second model can be mapped with a control loop according to FIG. This is extended compared to the control loop according to FIG. 2 by the spring model, as represented by equation 5.
  • the Einklemmmoment M E is established.
  • the load moment M L determined last via the first mathematical model according to FIG. 2 is adopted as a constant quantity from the first model as input variable ML 1 for the second model according to FIG. 3.
  • the only unknown variable remains the spring constant c, which can therefore be determined with the aid of a suitable algorithm on the basis of the second mathematical model.
  • the variables L, R and Ki and K 2 are engine-specific characteristics that are known when using a specific engine type or at least can be determined by tests.
  • the moment of inertia J and the constant K 3 are the adjusting mechanism or the interaction of the motor with the adjusting mechanism characterizing variables, which can also be determined in particular by experiments on reference models and also determined.
  • the constant K 3 is determined separately for each adjustment device type. In this case, in particular with the aid of measurements on a real model of the adjustment device, the values for the parameter K 3 are measured and stored or theoretically determined.
  • the weighting parameter K 3 which represents the mechanics of the seat adjustment, depends on other variables, such as, for example, the angle of inclination of the backrest or the current longitudinal position of the seat.
  • a value table or a map for the parameter K 3 is set up and stored in a memory of the controller.
  • the respective valid parameter values are then taken from this in each case depending on the current position of the seat and included in the calculation for the first and second model, respectively.
  • the processing of the values of these parameters can also take place within the scope of a fuzzy logic.
  • FIG. 4 shows a typical curve of the engine torque M Mot with respect to the adjustment path x or also with respect to the time t.
  • the engine torque M M ot can also be applied to the force exerted by the engine force F. It is not absolutely necessary to determine and evaluate the engine torque. It is sufficient to determine a variable correlated to the applied force F or to additionally use and evaluate it.
  • the correlated quantity is, for example, the detected rotational speed n.
  • start phase I a distinction is made between a start phase I and a monitoring phase II.
  • the start phase I is subdivided into two phase phases I A and IB, the partial phase U representing a starting phase of the motor 2, while the motor 2 is responding to a specific, substantially constant motor torque M Mot is adjusted.
  • the engine torque MM O L remains as long as there are no friction changes, sluggishness or pinching situations.
  • the second subphase IB is used to determine a basic torque MQ. This corresponds to the engine torque M Mot emitted by the engine 2 during this partial phase IB, which is also referred to as total torque or total load.
  • the determination of the basic torque M G takes place, in particular, by averaging the values for the engine torque MMo t over the second partial phase I ⁇ . Alternatively, the averaging over the entire starting phase I is made and ignored the startup effects.
  • the start phase I goes to the monitoring phase II at a time to.
  • the time to is in this case dimensioned such that up to this time the adjusting device has traveled a predetermined adjustment.
  • the value for the basic torque MQ determined during the start phase I is initially recorded as the comparison value for the monitoring phase II.
  • a significant or characteristic deviation is defined as the difference to the basic torque MG and a limit value called the lower load value Mi is defined.
  • the course of the engine torque M M o t is now monitored to see if this tere load limit M 1 is exceeded.
  • the average curve of the speed n is used as a criterion for the course of the engine torque Mivi ot here in particular the average curve of the speed n is used.
  • both the value for the basic moment M G and, with it, the lower load value Mi are preferably adjusted during the adjustment process.
  • different friction values and local heavy weights occur via the adjustment path, so that the engine torque M Mot varies and, for example, continuously increases over a longer adjustment path.
  • the basic moment MQ were not adjusted, there would be a danger that the load value Mi would be exceeded, which is a triggering criterion for checking whether there is a trapping case.
  • the adjustment of the basic torque M 6 takes place here, for example, by a moving averaging over a predetermined time window or else via a continuous averaging, starting from the time to.
  • the switchover to the second mathematical model therefore takes place at the time t Al at which the load value M 1 is exceeded.
  • the monitoring phase II is divided into two phases II A and H 8 , wherein during the first phase II A, the first mathematical model is used for monitoring and during the partial phase HB, the second mathematical model is used.
  • the movement class a) of the stiffness is characterized by a slow increase in torque. Usually, no high torque values are achieved here.
  • the curve in the movement class of Einklemmfalls b) characterized by a slightly steeper increase. In principle, the pinching situations can occur, so that a quasi immovable object is trapped. On the basis of the spring model that represents the physical reality very well, this means a uniform linear increase of the force exerted by the engine 2 and thus of its engine torque M Mot . This corresponds to the curve section according to FIG. Usually, however, it is to be expected that the person will exercise some counterforce.
  • the movement class c) is distinguished from the movement class b) by a stronger increase in force, since here the seat mechanism moves against a mechanical stop.
  • the rise here is usually linear, since the mechanical stop is characterized by at least one constant spring rate or spring constant c and thus the force builds up linearly in proportion to the distance covered.
  • a load movement (movement class e))
  • a magnitude similar increase in force to recognize but the course of the increase in force is no longer linear as in the start against the mechanical stop.
  • the increase in force or engine torque MM C * corresponds to the slope or derivative and thus the spring constant c.
  • the spring constant c available via the derivative is used as a decision criterion.
  • further decision criteria are provided for the unambiguous assignment, which must be fulfilled. It is essential to understand parameters for the course of the respective engine torque MM C *, from which conclusions can be drawn as to which of the motion classes a) to e) is present.
  • a mean load value M 2 and a maximum load value M 3 are defined for identifying the different movement classes. If the respective load value M 1 to M 3 is reached, then the associated displacement xi to X 3 (or the associated Time t) recorded and pairs of values (M 11 X 1 ), (M2.X2) and (M 3 , X3) are formed. Alternatively, it is also possible to specify fixed waypoints during subphase IIB and to determine the respective current engine torque MMot for these waypoints.
  • a value for the gradient d, c2 is determined in each case by simple linear or else another mathematical interpolation. This is indicated in Fig. 5 to the movement class b2.
  • Some classes of movement a) to e) differ partly or only by the course of the increase. By determining three value pairs, two intervals are used for the evaluation, so that it can be seen whether the force increase increases, remains the same or possibly also decreases.
  • the decision value used is the absolute value as well as the absolute value.
  • the movement class of the panic reaction d) as such is considered at all.
  • the movement classes b1) and b2) represent pinching situations.
  • the movement classes c) and e namely approach against end stop and load movement.
  • switching off the motor or reversing is undesirable.
  • Only by checking the course of the curve with regard to such a panic reaction is it thus possible to make a high decision reliability for identifying a trapping case without any loss of comfort being expected.
  • the derivation is particularly important.
  • the individual values or courses of the derivative are expediently similar to the weighting factor K 3 in a table or in FIG stored a map from which directly or with the aid of a fuzzy logic under consideration of other boundary parameters then the assignment to the individual movement classes is made.
  • the table or the map is preferably likewise determined in the manner of a calibration procedure on the basis of a concrete physical model, or empirical values are used.
  • FIG. 7 shows a force-distance diagram derived from such a map, in which the individual regions to be assigned to the movement classes a) -e) are separated from one another by dashed lines. Furthermore, by way of example, a force profile with a progressive increase in force in the event of a trapping situation is shown with the ascertained gradient values d, c2.
  • Fig. 8 shows a diagram in which a speed n of the motor 2 is plotted against the time t by way of example. Shown are three adjustments 1 V, 2V and 3V, which are separated by two Verstellpausen ⁇ tpi 2 and ⁇ t P23 .
  • the speed n reaches the first value niv. From the speed n during this first adjustment 1 V, a first engine torque M Mo n is determined as the first total load.
  • the speed n reaches the second value n 2 v, which is reduced compared to the first value ni V. From the speed n during this second adjustment 2V, a second engine torque MM O K is determined as the second total load.
  • the speed n reaches the value n 3V , which in turn is reduced from the second value n 2 v.
  • a third engine torque M Mot3 is determined as the third total load.
  • this decrease in the rotational speed n over the three adjustments 1 V, 2 V and 3 V it is intended to explain diagrammatically a trapping situation which, in the case of multiple short-term actuations of an adjusting device, is explained in the same adjustment. direction can occur and by a seat control unit - as explained below - can be determined.
  • the adjustment 1 V is started.
  • the dashed area corresponds to the subphase IA, which represents the startup phase of the engine 2.
  • the motor 2 is accelerated to the speed n V i.
  • the speed n may vary, which is not shown in Fig. 8 in favor of a simplified representation. From the speed n during the first adjustment 1 V, the first engine torque MM O M and the basic torque MG is determined. At the time toffi the first adjustment 1 V is completed, the value for the basic torque MG remains stored.
  • the second adjustment 2V is started. After the starting phase of the engine 2, the speed reaches the value n 2 v- From this value, the current second engine torque M Mot 2 is determined. Since during the second adjustment 2V a shorter displacement ⁇ x (2V) than a threshold (Th x , see FIG. 9) is covered, the previously stored value for the basic torque M G remains stored and is used for the anti-trapping algorithm as input. In order to detect the trapping case, the engine torque M Mot2 during the second adjustment 2V is evaluated together with the basic torque MQ for determining the trapping case. The second, short-time adjustment 2V is completed at time W.
  • the third adjustment 3V is started. This also lasts only for a short time, so that during the third adjustment 3V a shorter adjustment path ⁇ x (3V) is again covered than a threshold correlating with an adjustment distance (Th x , see FIG. 9).
  • the basic torque M 6 determined during the first adjustment 1 V remains stored and is used as the input variable for the determination of the trapping case.
  • the current third motor torque M M o t3 determined from the speed n 3 v is evaluated together with the stored basic torque MG.
  • step 1 the algorithm is started. The start can be done, for example, by a first be actuated in an adjustment direction. Subsequently, in step 2, a basic torque MQ is continuously determined during the adjustment. Obtained in step 3, the distance displacement Ax a threshold Th x, the trapping is detected with the predetermined nominal moment MG in step 4. If a trapping situation can be determined, the adjustment is stopped or reversed in step 6. Otherwise, in step 2, the continuous determination of the basic moment M G is continued.
  • step 2 the algorithm is started. The start can be done, for example, by a first be actuated in an adjustment direction.
  • step 2 a basic torque MQ is continuously determined during the adjustment. Obtained in step 3, the distance displacement Ax a threshold Th x, the trapping is detected with the predetermined nominal moment MG in step 4. If a trapping situation can be determined, the adjustment is stopped or reversed in step 6. Otherwise, in step 2, the continuous determination of the basic moment M G is continued.
  • step 3 the trapping case is determined in step 5. This determination uses the basic moment M G determined in a previous adjustment and still stored as an input variable. If no trapping case can be determined in step 5, the threshold value comparison is again carried out in step 3. In step 3, the distance displacement Ax greater than the threshold Th x is if necessary re-determines the nominal moment MG to step 4 in step 2. Otherwise, with the detection of the pinching case in step 5 below, in step 6, the adjustment is stopped.
  • M 2 mean load value M 3 maximum load value n 1v speed value for a first adjustment n 2v speed value for a second adjustment r> 3v speed value for a third adjustment d, c2 slope

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Seats For Vehicles (AREA)
  • Control Of Direct Current Motors (AREA)

Abstract

L'invention concerne une électronique de commande de siège destinée à commander un entraînement (2) d'un siège de véhicule. L'électronique est conçue pour détecter une grandeur caractéristique (u,i,n) de l'entraînement au cours de plusieurs actionnements courts de l'entraînement (2); pour évaluer la grandeur caractéristique (u,i,n) respectivement affectée aux actionnements courts; et pour détecter un blocage en fonction des évaluations des actionnements.
EP07722827A 2006-02-17 2007-02-15 Électronique de commande de siège et procédé destiné à un dispositif de réglage motorisé de siège de véhicule Withdrawn EP1987576A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE202006002524U DE202006002524U1 (de) 2006-02-17 2006-02-17 Sitzsteuerelektronik
PCT/EP2007/001320 WO2007093420A1 (fr) 2006-02-17 2007-02-15 Électronique de commande de siège et procédé destiné à un dispositif de réglage motorisé de siège de véhicule

Publications (1)

Publication Number Publication Date
EP1987576A1 true EP1987576A1 (fr) 2008-11-05

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EP07722827A Withdrawn EP1987576A1 (fr) 2006-02-17 2007-02-15 Électronique de commande de siège et procédé destiné à un dispositif de réglage motorisé de siège de véhicule

Country Status (5)

Country Link
US (1) US8214109B2 (fr)
EP (1) EP1987576A1 (fr)
JP (1) JP2009526694A (fr)
DE (1) DE202006002524U1 (fr)
WO (1) WO2007093420A1 (fr)

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DE102007020068A1 (de) * 2007-04-27 2008-10-30 Kaltenbach & Voigt Gmbh Verfahren und Vorrichtung zur Bestimmung der Motorkonstante eines Elektromotors
JP2016124352A (ja) 2014-12-26 2016-07-11 アスモ株式会社 車両シート制御装置
TWI592320B (zh) * 2015-05-15 2017-07-21 Jon Chao Hong 以行動終端控制座椅的控制方法及系統
KR101814974B1 (ko) * 2016-01-27 2018-01-30 현대자동차주식회사 차량용 시트, 이를 포함하는 차량 및 차량용 시트의 위치 제어방법
KR101818358B1 (ko) * 2016-07-19 2018-02-21 현대다이모스(주) 파워시트 시스템 및 이의 모터 역회전 감지 방법
KR20210059348A (ko) * 2019-11-15 2021-05-25 현대트랜시스 주식회사 안티 핀치 제어 시스템
KR20210099708A (ko) * 2020-02-04 2021-08-13 현대자동차주식회사 시트 제어 시스템
DE102020203886A1 (de) 2020-03-25 2021-09-30 Brose Fahrzeugteile Se & Co. Kommanditgesellschaft, Bamberg Verfahren zum Betrieb einer elektromotorischen Verstellvorrichtung eines Kraftfahrzeugs

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US6555982B2 (en) 2001-05-29 2003-04-29 Meritor Light Vehicle Technology, L.L.C. Method and system for detecting an object in the path of an automotive window utilizing a system equation
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Also Published As

Publication number Publication date
US20090055055A1 (en) 2009-02-26
JP2009526694A (ja) 2009-07-23
US8214109B2 (en) 2012-07-03
WO2007093420A1 (fr) 2007-08-23
DE202006002524U1 (de) 2007-06-28

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