JP2010179901A - Seat controller of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide safe feeling to an occupant by reliably starting and performing a side support control for a seat when a vehicle stability is lowered during the traveling of a vehicle on a low &mu; road surface (road surface with low coefficient of friction) on which a small lateral acceleration is applied to the vehicle. <P>SOLUTION: Based on the deviation between a target turning state amount Jrt and an actual turning state amount Jra (vehicle body slipping angular velocity or the like), a steer characteristic value Sch (value presenting the degree of over-steered state) is calculated. The steer characteristic value Sch can express the degree of lowering of the vehicle stability (accordingly, the degree of uneasiness felt by the occupant) more accurately than the actual turning state amount Jra (actual lateral acceleration). When the steer characteristic value Sch reaches a predetermined value Sc1 while increasing, the side support control for moving the support members provided to the left and right sides of the seat in the direction approaching the occupant is started. Then, when the steer characteristic value Sch reaches a predetermined value Sc2 which is larger than the predetermined value Sc1, the seat controller controls the braking force acting on wheels to start a vehicle stabilization control for stabilizing the turning state of the vehicle. <P>COPYRIGHT: (C)2010,JPO&amp;INPIT

Description

  The present invention relates to a vehicle seat control device that performs side support control for adjusting a support amount of a support member of a seat that supports left and right sides of an occupant seated on a vehicle seat.

  When the vehicle turns, centrifugal force acts on the occupant's body seated on the seat. In order to suppress the occupant's body from tilting outward due to this centrifugal force, there is a technology for performing side support control that adjusts the position of the support member of the seat that supports the left and right sides of the occupant in the direction approaching the occupant during vehicle turning. Widely known. By starting and executing this side support control, the force that pinches the occupant's side from the left and right (hereinafter referred to as "holding force") can be increased, and the occupant's body can be restrained from tilting outward, A proper sitting posture can be maintained.

  The magnitude of the centrifugal force acting on the occupant's body corresponds to the magnitude of the lateral acceleration acting on the vehicle. Therefore, it is conceivable to start and execute the side support control based on the lateral acceleration acting on the vehicle. In the device described in Patent Document 1, a lateral acceleration (acting on a vehicle) based on a steering angle acquired from a sensor that detects a rudder angle of a front wheel and a wheel speed acquired from a sensor that detects a rotational speed of a wheel. (Calculated lateral acceleration) is calculated, and the side support control is started when the calculated lateral acceleration exceeds a predetermined value.

JP 2008-049837 A

  By the way, when the vehicle travels on a road surface with a low friction coefficient (low μ road surface) covered with snow or ice, understeer is likely to occur (that is, the steering angle tends to increase). Accordingly, there is a case where the calculated lateral acceleration is greatly calculated even though the actual lateral acceleration acting on the vehicle (and hence the actual centrifugal force acting on the occupant's body) is not so large.

  In addition, when traveling on a low μ road surface, etc., there is a high possibility that the stability of the turning state of the vehicle (vehicle stability) will decrease. When the vehicle stability decreases (for example, when the vehicle tends to oversteer), the driver may perform a countersteer operation (so-called reverse steering operation). In this case, the calculated lateral acceleration can be calculated to a value significantly different from the actual lateral acceleration (and thus the actual centrifugal force acting on the occupant's body). From the above, when side support control is started / executed based on the calculated lateral acceleration, side support control is not started / executed in an appropriate situation, and side support control is not started / executed when vehicle stability is reduced Can occur.

  On the other hand, it is also conceivable to start / execute side support control based on actual lateral acceleration acquired from a sensor that detects lateral acceleration acting on the vehicle. However, the actual lateral acceleration is not so large when traveling on a low μ road surface. For this reason, when the side support control is started / executed based on the actual lateral acceleration, the side support control is hardly started.

  As described above, there is a high possibility that the vehicle stability is lowered when traveling on a low μ road surface. When there is a high possibility that the vehicle stability will decrease, it is also necessary to increase the holding force and give the passengers a sense of security by starting and executing the side support control.

  An object of the present invention is to provide a vehicle seat control device capable of reliably starting and executing side support control when the vehicle stability is lowered even when traveling on a low μ road surface and the like, and giving a sense of security to the occupant. It is in.

  A vehicle seat control device according to the present invention includes a support amount (Spt, Sot, SOT, SOT, Side support control means for executing side support control for adjusting Spa), actual turning state quantity obtaining means for obtaining an actual turning state quantity (Jra) representing an actual turning state of the vehicle, and actual turning state quantity (Jra) And a steer characteristic identifying means for identifying the steer characteristic of the vehicle based on. Vehicle position acquisition means for acquiring the vehicle position (Pvh), vehicle speed acquisition means for acquiring the vehicle speed (Vx), and the like may be provided.

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

  When the position (posture) of the support member is adjusted, the support amount is a movement distance (rotation angle) from the reference position (reference posture) of the support member. When the amount of fluid in the chamber within the support member (the volume of the support member) is adjusted, the amount of support changes from the reference amount of the amount of fluid in the chamber (the change in the volume of the support member from the reference volume). Amount). The reference position (reference posture), reference amount (reference volume), etc. (hereinafter also collectively referred to as “reference state”) may or may not be adjustable by the occupant seated on the seat.

  As the actual turning state quantity, for example, actual lateral acceleration, actual yaw rate, actual vehicle slip angle, and actual vehicle slip angular velocity can be used. The steering characteristic is a characteristic related to the relationship between the turning state of the vehicle and the front wheel steering angle (steering wheel steering angle), and refers to an understeer characteristic, an oversteer characteristic, and the like.

  The seat control device according to the present invention is characterized in that the side support control unit is configured to adjust the support amount (Spt, Sot, Spa) based on the identification result (Sch) by the steering characteristic identification unit. It is in. Specifically, for example, the side support control means adjusts the support amount based on a time point when the value (Sch) representing the identification result increases and reaches a first predetermined value (Sc1) (reference state (zero)). Increase).

  As described above, when the vehicle is traveling on a low μ road surface, the vehicle stability may be reduced (for example, an oversteer state may occur) when the actual lateral acceleration is small. That is, the steer characteristic can more accurately represent the degree of decrease in vehicle stability (thus, the degree to which the occupant feels anxiety) than the actual amount of turning state (for example, actual lateral acceleration). Therefore, as in the above configuration, the support amount (Spt, Sot, Spa) is adjusted based on the identification result (value representing the identification result) (Sch) of the steer characteristic (not the actual turning state amount). Thus, the side support control can be reliably started and executed particularly when the vehicle stability is lowered, for example, when traveling on a low μ road surface. As a result, the holding force is increased and a sense of security can be given to the occupant.

  In the seat control device according to the present invention, it is preferable that the steering characteristic identifying means is configured to identify an oversteer state of the vehicle as the steering characteristic. In the oversteer state, the vehicle turns more than the passenger intends. Therefore, in the oversteer state, in addition to the decrease in vehicle stability, the degree to which the occupant feels uneasy is large. In the above configuration, when the oversteer state is identified, the side support control is started and executed, so that the effect of giving the passengers a sense of security is increased.

  Further, it is preferable that the actual turning state quantity acquisition means is configured to acquire a vehicle body slip angular velocity (dβ) of the vehicle as the actual turning state quantity (Jra). The vehicle body slip angle (β) is an angle formed by the traveling direction of the vehicle and the longitudinal direction of the vehicle body, and is also referred to as a side slip angle. The vehicle body slip angular velocity (side slip angular velocity) is a temporal change rate of the vehicle body slip angle (side slip angle).

  A large vehicle body slip angular velocity means a large increase rate of the degree of oversteer in the oversteer state. Therefore, when the vehicle body slip angular velocity is large, in addition to the decrease in vehicle stability, the degree to which the occupant feels uneasy is large. In the above configuration, since the side support control is started and executed when the vehicle body slip angular velocity is large (for example, when the vehicle body angular velocity reaches a predetermined value), the effect of giving the passenger a sense of security is increased.

  Further, in the seat control device according to the present invention, the side support control means is configured to increase the value (Sch) representing the identification result while increasing the first predetermined value (Sc1) and the actual turning state quantity ( Jra) is configured to start the adjustment of the support amount (increase from the reference state (zero)) based on the earlier time point when the second predetermined value (Jr1) is reached while Jra) increases. Is preferred.

  When the vehicle travels on a road surface with a high friction coefficient (high μ road surface) such as an asphalt road surface, the actual turning state amount (actual lateral acceleration) can be increased. When driving on a high μ road surface, etc., when the steering characteristic is in a proper state (necessary to maintain vehicle stability) and the actual turning state amount (actual lateral acceleration) is large (according to the passenger) Even when the actual centrifugal force acting on the body of the vehicle is large), the side support control should be started and executed in order to prevent the occupant's body from tilting outward.

  According to the above configuration, not only “when the vehicle stability decreases when traveling on a low μ road surface where the actual lateral acceleration is small” but also “when the vehicle stability is maintained while traveling on a high μ road surface and the actual lateral acceleration is maintained. Even when the acceleration is high, the side support control can be reliably started and executed.

  In the seat control device according to the present invention described above, it is provided with curve information acquisition means for acquiring information (Rc, Pc) of the curve ahead of the vehicle, and the side support control means includes the curve information (Rc, Pc). The size of the support amount (Sq1) may be determined based on the basis.

  In addition, for the seat control device according to the present invention described above, stabilization that stabilizes the turning state of the vehicle by controlling the braking force acting on the wheels of the vehicle based on the value (Sch) representing the identification result. Side support control and stabilization control may be performed in a coordinated manner by combining stabilization means for executing control.

  In this seat control device, the stabilizing means is based on a point in time when the third predetermined value (Sc2) larger than the first predetermined value (Sc1) is reached while the value (Sch) representing the identification result increases. It is preferable to be configured to start the stabilization control.

  The seat support member (BZ) is a member that directly touches the side of the passenger. For this reason, it is not preferable to change the state (position) of the support member (BZ) abruptly by side support control. According to the above configuration, the side support control can be started before the stabilization control is started in the process of increasing the value (Sch) representing the identification result (that is, the process of increasing the degree of the oversteer state). (In other words, the increase of the support amount from the reference state (zero) can be started). Therefore, the stabilization control can be started after the support member is adjusted relatively slowly in the direction approaching the occupant and the occupant's sitting posture is properly maintained.

  In general, the responsiveness of the driving means (such as a motor) for driving the support member is lower than the responsiveness of the brake fluid pressure. According to the above configuration, since the side support control is started before the start of the stabilization control, it is possible to compensate for the difference between the responsiveness of the side support control and the responsiveness of the stabilization control.

1 is a schematic configuration diagram of a vehicle equipped with a vehicle seat control device according to a first embodiment of the present invention. It is a perspective view of the sheet | seat controlled by the sheet | seat control apparatus shown in FIG. FIG. 3 is a top view of the sheet shown in FIG. 2. It is the figure which showed the specific structure of the side support control means shown in FIG. It is a functional block diagram about the side support control performed by the seat control device shown in FIG. 6 is a graph showing a table that defines a relationship between a deviation (deviation between an actual turning state quantity and a target turning state quantity) and a steer characteristic value, which is referred to in block B1 in FIG. 5. It is a functional block diagram about the side support control performed by the seat control device concerning a 2nd embodiment of the present invention. It is a functional block diagram about the side support control and vehicle stabilization control which are performed by the seat control device concerning a 3rd embodiment of the present invention.

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

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

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

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

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

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

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

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

  When the occupant operates the manual switch MSW, the side support control means SB1 and SB2 are driven, and the reference positions (appropriate positions according to the occupant) of the support members BZ1 and BZ2 can be adjusted. In this example, the support members BZ1 and BZ2 can be moved by the same distance in the direction approaching or detaching from the side of the occupant with respect to the operation by the manual switch MSW. When the support members BZ1 and BZ2 are both moved in a direction approaching the occupant, the side of the occupant is easily supported by the support members BZ1 and BZ2 (the force that holds the occupant side from the left and right (holding force)). When the support members BZ1 and BZ2 are both moved away from the occupant, the side portions of the occupant are not easily supported by the support members BZ1 and BZ2 (the holding force is reduced).

  In the side support control, the side support control means SB1 and SB2 are driven by a command from the electronic control unit ECU (without operating the manual switch MSW), and both the positions of the support members BZ1 and BZ2 approach the occupant from the reference position. It is moved and adjusted by the same distance within the range of directions. Hereinafter, the movement amount of the support members BZ1 and BZ2 in the direction approaching the occupant from the reference position (reference state) is referred to as “support amount”.

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

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

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

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

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

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

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

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

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

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

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

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

  First, the target turning state quantity calculation means A1 calculates a target turning state quantity Jrt that is a target value of a turning state quantity that represents the turning state (yaw motion state quantity) of the vehicle. As the target turning state quantity Jrt, for example, a target lateral acceleration Gyt, a target yaw rate Yrt, a target vehicle body slip angle βt, and a target vehicle body slip angular velocity dβt can be calculated. These values can be calculated using one of the well-known techniques. For example, the target lateral acceleration Gyt can be calculated based on the actual front wheel steering angle obtained from the front wheel steering angle sensor FS and the actual vehicle speed (vehicle speed) calculated from the wheel speed sensor WS **.

  In the actual turning state quantity acquisition means A2, the actual turning state quantity Jra, which is the actual value of the turning state quantity representing the turning state (yaw motion state quantity) of the vehicle, is acquired. As the actual turning state quantity Jra, an actual value of a physical quantity having the same dimension as that of the target turning state quantity Jrt is acquired from a corresponding sensor or the like.

  In the steer characteristic identification calculation block B1, a value (steer characteristic value) Sch representing the steer characteristic is calculated. The steer characteristic is a characteristic related to the relationship between the turning state of the vehicle and the front wheel steering angle. As the steer characteristic value Sch, for example, a value representing the degree of the neutral steer state, the under steer state, or the over steer state is used.

  Specifically, the steer characteristic value Sch can be calculated based on a deviation ΔJr (= Jra−Jrt) between Jra and Jrt. Sch is a value representing the degree of the understeer state or oversteer state of the vehicle, and represents an oversteer state when the absolute value of Jra is larger than the absolute value of Jrt, and when the absolute value of Jra is smaller than the absolute value of Jrt. Represents the understeer state. Jra, Jrt, and ΔJr are values that can be taken as positive and negative. Hereinafter, for convenience of explanation, unless otherwise specified, Jra, Jrt, and ΔJr mean their absolute values. Therefore, an increase (decrease) in the Sch means an increase (decrease) in the degree of the understeer state and an increase (decrease) in the degree of the oversteer state. The target turning state quantity Jrt can be set to a predetermined constant value. In this case, the target turning state amount calculation means A1 can be omitted.

  As the steering characteristic value Sch, a value representing the degree of the oversteer state is preferably used. In this case, as shown in FIG. 6, Sch can be calculated based on a deviation ΔJr (= Jra−Jrt) between Jra and Jrt. Specifically, when ΔJr ≦ dJ1 (predetermined value), the steer characteristic value Sch is calculated to be “0”, and when ΔJr> dJ1, it is calculated so that Sch increases from “0” as ΔJr increases from dJ1. The

  That is, in the understeer state and the neutral steer state, Sch is calculated to “0”, and only in the oversteer state, Sch is calculated to a value greater than “0”. As the actual turning state quantity Jra, a vehicle body slip angular velocity (also referred to as a side slip angular velocity) dβ can be used. The vehicle body slip angular velocity dβ is a physical quantity that greatly changes in accordance with a change in the degree of the oversteer state. Thus, this allows the degree of oversteer condition to be properly identified.

  In the side support control calculation block B2, the target support amount Spt is calculated based on the support setting value Sp1 and the steering characteristic value Sch. Here, the support setting value Sp1 is the maximum value and final target value of the support amount in the side support control. Sp1 may be a predetermined constant value. In this case, Sp1 is preferably the maximum value of the adjustable range of the support amount (value corresponding to the state in which the support members BZ1 and BZ2 are closest to the occupant), or a value near the maximum value. As will be described later, Sp1 may be calculated based on the minimum curvature radius Rm, the maximum lateral acceleration Gym, and the like.

  Thereby, the magnitude of the support amount (final target value) is determined based on the support setting value Sp1, and the start / end timing of the side support control based on the steer characteristic value Sch (a value indicating the degree of the understeer state or the oversteer state). Is determined.

  Specifically, when the target support amount Spt is currently “0” (support amount reference state when side support control based on Sch is not executed), Sch is a predetermined value Sc1 (the “first predetermined value”). In the following, Spt is maintained at “0 (non-control)”. When Sch1 increases and reaches Sc1, calculation is performed so that Spt increases from “0” to the support setting value Sp1 as Sch increases from Sc1. Once Spt is calculated as Sp1, thereafter, Spt is maintained at Sp1 when Sch is greater than or equal to a predetermined value Sc0 (<Sc1). When Sch0 reaches Sc0 while decreasing, calculation is performed so that Spt decreases from Sp1 to “0” as Sch decreases from Sc0.

  In the side support control means A3, the position of the side support means (support member BZ) A4 is adjusted (without operating the manual switch MSW) based on the target support amount Spt. Specifically, the actual support amount Spa of the support member BZ is detected by the sensor SP that detects the position of the support member BZ, and based on the target support amount Spt and the actual support amount Spa (for example, Spa matches Spt). The position of the support member BZ is feedback-controlled.

  Thereby, side support control is achieved. That is, when the steering characteristic value Sch increases and reaches the predetermined value Sc1 (the “first predetermined value”), the support amount of the support member BZ starts to increase (that is, this time becomes the start timing of the side support control). ), The support amount can be increased to the support set value Sp1. Thereafter, the reduction of the support amount of the support member BZ is started when the steering characteristic value Sch reaches the predetermined value Sc0 while decreasing (that is, the end timing of the side support control is reached).

  As described above, according to the vehicle seat control apparatus of the first embodiment of the present invention, the steering characteristic value (particularly the degree of the oversteer state) obtained from the comparison result between the target turning state amount Jrt and the actual turning state amount Jra. Value) Side support control is started when Sch reaches a predetermined value Sc1 while increasing (the support member BZ starts moving toward the occupant). After the side support control is started, the end timing of the side support control ends when the steering characteristic value Sch reaches the predetermined value Sc0 while decreasing (the support member BZ starts moving away from the passenger).

  According to the first embodiment, the start / end timing of the side support control is determined based on the steering characteristic value Sch (a value representing the degree of the understeer state or oversteer state of the vehicle). This is based on the following viewpoints. That is, when the vehicle is traveling on a low μ road surface, the vehicle stability may be lowered (oversteered) when the actual turning state amount Jra (actual lateral acceleration) is not so large. That is, the steer characteristic can more accurately represent the degree of decrease in vehicle stability than the actual turning state quantity (actual lateral acceleration) itself. When vehicle stability decreases, passengers feel anxious. As in the first embodiment, the start / end timing of the side support control is determined based on the steering characteristic value Sch obtained based on the Jra (not the actual turning state amount Jra). At times, the side support control can be reliably started and executed when the vehicle stability decreases. As a result, the holding force is increased and a sense of security can be given to the occupant.

  Furthermore, according to the first embodiment, the steer characteristic value Sch can be calculated based on a value representing the degree of the oversteer state. That is, the side support control is not started in the understeer state and the neutral state, and the side support control can be started based on the steer characteristic value Sch only in the oversteer state. In the oversteer state, a turning state that is larger than the turning state (yawing motion) of the vehicle according to the driver's steering wheel operation (steering wheel steering angle) occurs. Therefore, the effect of side support control can be maximized in the oversteer state. At this time, it is preferable that a value representing the degree of the oversteer state (steer characteristic value Sch) is calculated based on the vehicle body slip angular velocity dβ.

(Second Embodiment)
Next, a seat control device according to a second embodiment of the present invention will be described. In the second embodiment, the start / end timing of the side support control is determined not only based on the steer characteristic value Sch but also based on the actual turning state amount Jra. This is different from the first embodiment in which the end timing is determined. Hereinafter, such differences will be described with reference to FIG.

  As shown in FIG. 7, the vehicle speed acquisition means A5 acquires the current vehicle speed Vx of the vehicle based on the detection result of the wheel speed sensor WS **. In the vehicle position acquisition means A2, the current position Pvh of the vehicle is acquired. The vehicle position Pvh is detected using the global positioning system GPS.

  In the curve information acquisition means A7, information Rc, Pc (curve radius and curve curvature radius Rc corresponding to the position) of the curve ahead of the vehicle is acquired. The curve information Rc, Pc is stored in a map database of map information in the storage unit MAP. In the curve information, a position Pc (for example, latitude / longitude information) and a curvature radius Rc corresponding to the position Pc are stored as a set of the position Pc and the curvature radius Rc. Further, the position Pc and the curvature radius Rc can be stored in the database according to a format (for example, an arithmetic expression and a coefficient) in which the position Pc and the curvature radius Rc can be calculated.

  In the support set value calculation block B3, the support set value Sq1 (the maximum value of the support amount in the side support control, the final target value) is calculated based on the vehicle speed Vx, the vehicle position Pvh, and the curve information Rc and Pc. Specifically, the minimum curvature radius Rm of the curve ahead of the vehicle is calculated based on the curve information Rc, Pc and the vehicle position Pch, and the vehicle travels within the curve based on the minimum curvature radius Rm and the vehicle speed Vx. The maximum lateral acceleration Gym that is predicted to occur is calculated. The support setting value Sq1 is calculated based on the maximum lateral acceleration Gym.

  When Gym ≦ Gy1 (predetermined value), the support setting value Sq1 is calculated to be “0 (non-control)”. When Gym1 (predetermined value) <Gym <Gy2 (predetermined value), Sq1 is increased as Gym increases from Gy1. When Gym ≧ Gy2 (predetermined value), Sq1 is calculated to be a predetermined value Sqm (maximum value of the support setting value). As described above, the support setting value Sq1 of the side support control can be calculated based on the maximum lateral acceleration Gym corresponding to the maximum centrifugal force acting in the curve.

  Note that the support setting value Sq1 may be calculated based only on the minimum curvature radius Rm. In this case, when the minimum radius of curvature Rm is equal to or less than the predetermined value Rm1, the support setting value Sq1 is calculated to be the predetermined value Sqm (maximum value of the support setting value), and Sq1 is calculated so as to decrease from Sqm as Rm increases from Rm1. When Rm is equal to or greater than the predetermined value Rm2, Sq1 is calculated to be “0 (non-control)”. This is because, as the minimum curvature radius Rm of the curve is smaller, the centrifugal force acting on the occupant is larger and it is necessary to support the occupant side more reliably. As described above, the support installation value Sq1 is calculated based on the curve information Rc and Pc. Further, the support setting value Sq1 may be constant at a predetermined value set in advance.

  In the side support control calculation block B4, the target support amount Sqt is calculated based on the support set value Sq1 and the actual turning state amount Jra (obtained from the same means as the actual turning state amount acquisition means A2 shown in FIG. 5). The Thereby, the magnitude (final target value) of the support amount is determined based on the support set value Sq1 (curve information), and the start / end timing of the side support control is determined based on the actual turning state amount Jra.

  Specifically, when the target support amount Sqt is currently “0” (the reference state of the support amount when the side support control based on Jra is not executed), Jra is a predetermined value Jr1 (the “second predetermined value”). In the following, Sqt is maintained at “0 (non-control)”. When Jr reaches Jr1 while increasing, Sqt is calculated so as to increase from “0” to the support setting value Sq1 as Jra increases from Jr1. Once Sqt is calculated as Sq1, Sqt is maintained at Sq1 when Jra is equal to or greater than a predetermined value Jr0 (<Jr1). When Jr reaches Jr0 while decreasing, Sqt is calculated so that Sqt decreases from Sq1 to “0” as Jra decreases from Jr0.

  In the selection means A8, the target support amount Sqt calculated in the side support control calculation block B4 and the target support amount Spt calculated in the side support control calculation block B2 of FIG. 5 are compared, and among Sqt and Spt, The larger one is output to the side support control means A3 (same as the side support control means A3 shown in FIG. 5) as the target support amount Sot. In the side support control means A3, the target support amount Spt shown in FIG. 5 is replaced with the target support amount Sot, and the positions of the support members BZ1 and BZ2 are adjusted. As the target support amount Sot, the target support amount that has started increasing from “0” first among Sqt and Spt may be used.

  Thereby, side support control is achieved. That is, the earlier of the time when the steering characteristic value Sch increases and reaches Sc1 (the first predetermined value) and the time when the actual turning state amount Jra increases and reaches Jr1 (the second predetermined value). At this point, an increase in the amount of support of the support member BZ (increase from the reference state) is started (that is, that time becomes the start timing of the side support control).

  As described above, according to the vehicle seat control apparatus of the second embodiment of the present invention, the start / end timing of the side support control is determined based not only on the steering characteristic value Sch but also on the actual turning state quantity Jra. This is based on the following viewpoints. That is, the actual turning state amount Jra (actual lateral acceleration) can be large when traveling on a high μ road surface such as an asphalt road surface. When traveling on a high μ road surface, etc., in a proper state (Sch <Sc1, vehicle stability is maintained) where the steering characteristic is substantially neutral steer, and the actual turning state amount Jra (actual lateral acceleration) is large Can occur. In this case, since the actual centrifugal force acting on the occupant's body is large, the side support control should be started and executed in order to suppress the occupant's body from tilting outward. However, in this case, since the steering characteristic value Sch changes below Sc1, the side support control is not started or executed in the first embodiment.

  On the other hand, according to the second embodiment, since the actual turning state quantity Jra can exceed Jr1, the side support control can be started and executed. As described above, according to the second embodiment, the vehicle stability is maintained not only when the vehicle stability is lowered when traveling on a low μ road surface where the actual lateral acceleration is small, but also when traveling on a high μ road surface. Even when the actual lateral acceleration is large ”, the side support control can be reliably started and executed.

(Third embodiment)
Next, a seat control device (device that performs side support control and stabilization control in cooperation) according to a third embodiment of the present invention will be described. The third embodiment differs from the first embodiment only in that a configuration related to execution of vehicle stabilization control is added. Hereinafter, such differences will be described with reference to FIG. The vehicle stabilization control is control (ESC control) that controls the braking force that acts on the wheels of the vehicle based on the steering characteristic value Sch to stabilize the turning state of the vehicle. Specifically, this control is to suppress oversteer and understeer.

  As shown in FIG. 8, in the third embodiment, a vehicle stabilization control calculation block B5, a braking force control means A9, and a braking means A10 are added to the first embodiment (see FIG. 5). Yes.

  In the vehicle stabilization control calculation block B5, the target value (target braking force) Bft ** of the braking force to be applied to the wheel WH ** based on the steering characteristic value Sch (for example, a value indicating the degree of the oversteer state) is obtained. Calculated. Specifically, the target braking force Bft ** of the wheel WH ** to which the braking force is to be applied is a predetermined value Sc2 in which the steering characteristic value Sch is larger than the predetermined value Sc1 (the “first predetermined value”) If it is less than “third predetermined value”), it is maintained at “0 (non-control)”. In Sch ≧ Sc2, the target braking force Bft ** is calculated to be a larger value (but does not exceed the upper limit value Bt1) as the Sch is larger. The “wheel WH ** to which a braking force is to be applied” includes at least the turning outer front wheel in the oversteer state, and includes at least the turning inner rear wheel in the understeer state.

  In the braking force control means A9, the braking means A10 (brake actuator BRK) is controlled (without operation of the brake pedal BP by the driver) based on the target braking force Bft **. Specifically, a target braking fluid pressure Pwt ** that is a target value of the braking fluid pressure is calculated based on the target braking force Bft **. Then, the actual brake fluid pressure Pwa ** is detected by the brake pressure sensor PW **, and based on the target brake fluid pressure Pwt ** and the actual brake fluid pressure Pwa ** (for example, Pwa ** becomes Pwt **). The actual brake hydraulic pressure Pwa ** (and hence the braking force of the wheel **) is feedback controlled (without the driver operating the brake pedal BP).

  Thereby, cooperative control of side support control and vehicle stabilization control is achieved. That is, consider a process in which the steer characteristic value Sch increases. When the steering characteristic value Sch reaches a predetermined value Sc1 (the “first predetermined value”) while increasing, first, the support amount of the support member BZ starts to increase from “0” (that is, the time point is Later, when the steering characteristic value Sch reaches a predetermined value Sc2 (the “third predetermined value”) larger than the predetermined value Sc1, the “wheel WH * to which braking force should be applied * The application of the braking force to “*” is started (that is, the time becomes the start timing of the vehicle stabilization control).

  As described above, according to the vehicle seat control apparatus of the third embodiment of the present invention, the cooperative control of the side support control and the vehicle stabilization control is executed. At this time, in the process of increasing the steering characteristic value Sch (a value indicating the degree of the oversteer state), first, side support control is started, and then vehicle stabilization control is started. Since the support member BZ of the seat is a member that directly touches the side of the occupant, it is not preferable to change the position of the support member BZ abruptly by side support control. In the third embodiment, since the side support control is started before the start of the vehicle stabilization control, the vehicle is adjusted after the support member BZ is adjusted relatively slowly in the direction approaching the occupant and the seating posture of the occupant is properly maintained. Stabilization control can be started.

  In general, the responsiveness of the drive means (motors MT1, MT2, etc.) for driving the support member BZ is lower than the responsiveness of the brake fluid pressure. According to the third embodiment, since the side support control is started before the start of the vehicle stabilization control, the difference between the responsiveness of the side support control and the responsiveness of the stabilization control can be compensated.

  The present invention is not limited to the above embodiments, and various modifications can be adopted within the scope of the present invention. For example, in the third embodiment, the configuration related to the execution of the vehicle stabilization control is added to the first embodiment, but the execution of the vehicle stabilization control is performed compared to the second embodiment. A related configuration may be added.

  In the third embodiment, the support members BZ1 and BZ2 are both moved in the “direction approaching the occupant” in the side support control regardless of whether or not the vehicle stabilization control is executed.

  On the other hand, while the vehicle stabilization control is not being executed, in the side support control, the support member outside the turning (outer support member) of the support members BZ1 and BZ2 is moved in the “direction approaching the occupant” and turned. You may comprise so that an inner side support member (inner side support member) may be moved to "the direction away from a passenger | crew." Thereby, it can suppress that a passenger | crew's body leans to the turning outer side because a passenger | crew leans on an outer side support member. On the other hand, when the inner support member moves in the “direction away from the occupant”, an increase in holding force can be suppressed, and a feeling of cramping to the occupant can be suppressed. On the other hand, while the vehicle stabilization control is being executed, the support members BZ1 and BZ2 are both moved in the “direction approaching the occupant” as in the third embodiment. Thereby, when vehicle stability falls, holding force can be enlarged. As a result, the occupant can maintain an appropriate sitting posture and can give the occupant a sense of security.

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

Claims (7)

Side support control means for performing side support control for adjusting a support amount of a support member provided on the seat that supports left and right sides of an occupant seated on a vehicle seat;
An actual turning state quantity obtaining means for obtaining an actual turning state quantity representing an actual turning state of the vehicle;
Steer characteristic identifying means for identifying the steer characteristic of the vehicle based on the actual turning state quantity;
With
The side support control means includes
A vehicle seat control device configured to adjust the support amount based on an identification result by the steering characteristic identification means. In the vehicle seat control device according to claim 1,
The steer characteristic identifying means includes
A vehicle seat control device configured to identify an oversteer state of the vehicle as the steering characteristic. In the vehicle seat control device according to claim 1 or 2,
The actual turning state quantity acquisition means includes
A vehicle seat control device configured to acquire a vehicle body slip angular velocity of the vehicle as the actual turning state quantity. In the vehicle seat control device according to any one of claims 1 to 3,
The side support control means includes
A vehicle seat control device configured to start adjustment of the support amount based on a time point when the value representing the identification result increases and reaches a first predetermined value. The vehicle seat control device according to claim 4,
The side support control means includes
The adjustment of the support amount based on the earlier point of time when the first predetermined value is reached while the value representing the identification result is increasing and when the second predetermined value is reached while the actual turning state amount is increasing A vehicle seat control device configured to start the vehicle. The vehicle seat control device according to claim 5,
Comprising curve information acquisition means for acquiring information of a curve in front of the vehicle;
The side support control means includes
A vehicle seat control device configured to determine a size of the support amount based on the curve information. A vehicle seat control device according to any one of claims 4 to 6,
Stabilization means for controlling the braking force acting on the wheels of the vehicle based on the value representing the identification result to stabilize the turning state of the vehicle,
The stabilizing means includes
A vehicle seat control device configured to start the stabilization control based on a point in time when a third predetermined value larger than the first predetermined value is reached while a value representing the identification result increases.

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