JP2734857B2 - Sheet side support control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention
The present invention relates to a side support control device for a sheet for controlling a clamping angle of the side support of the sheet in a direction to close the side support.

[0002]

2. Description of the Related Art A side support of a vehicle seat plays an important role in maintaining the occupant's holdability. It is widely known that the angle of the side support can be controlled, and the angle of the side support is moved in a closing direction during a turn to improve the holdability of the occupant. I have.

For example, a lateral G (acceleration) is calculated based on a vehicle speed and a steering angle, and when the calculated lateral G reaches a set value, the side support pinch angle is controlled in a closing direction, so that an occupant of the occupant during a turn is controlled. Devices with improved holdability are widely known.

[0004]

However, despite the increasing intention of the driver to turn by operating the turn signal for turning at an intersection or the like, the side support is controlled in the closing direction. After the actual vehicle starts turning. For this reason, there has been a problem that the driver's intention to turn and the timing of the side support control are shifted, and the driver feels uncomfortable. The same can be said for the case of turning the corner.

SUMMARY OF THE INVENTION The present invention has been made in view of the above points, and provides a seat side support control device capable of controlling a sandwich angle of a side support of a sheet according to a turning intention. It is in.

[0006]

SUMMARY OF THE INVENTION A side support control device for a sheet according to the present invention comprises: a blinker operation detecting means for detecting a blinker operation; an accelerator operation detecting means for detecting an accelerator operation;

A brake operation detecting means for detecting a brake operation, a turn for predicting a turn of the vehicle based on detection signals detected by the turn signal operation detecting means, the accelerator operation detecting means and the brake operation detecting means. Predicting means, means for controlling a sandwich angle of the side support of the sheet, and when the turning predicting means predicts the turning of the vehicle, the control means sets the sandwich angle of the side support of the sheet. And control means for moving the side support in an opening direction when the turning is not predicted by the turning predicting means.

[0008]

When the turn signal is operated, the turn is predicted in accordance with the operation state of the accelerator and the brake at that time, and the pinch angle of the side support is moved in the closing direction before the vehicle actually enters the turning state. I try to control.

[0009]

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a block diagram showing a side support control device for a sheet according to an embodiment of the present invention.
1 is a system configuration diagram of a side support control device for a sheet, FIG. 2 is a flowchart showing a main routine, and FIG.
FIG. 4 is a flowchart showing a part of the AUTO mode-routine, FIG. 4 is a flowchart showing a part of the AUTO mode-routine,
FIG. 5 is a flowchart showing the turn signal control condition routine.
FIG. 6 is a flow chart showing an interrupt routine every 1 msec.
FIG. 7 is a flowchart showing an interrupt routine synchronized with the rise of the lead pulse signal, FIG. 8 is a diagram showing a temporal change of the side support position, and FIG. 9 is a GYT-lateral G line. FIG. 10 is a map showing GXT-front-back G characteristics, FIG. 11 is a map showing VT-vehicle speed characteristics, and FIG.
UINT-Map showing vehicle speed characteristics, FIG. 13 is a perspective view showing a sheet, FIG. 14 is a diagram showing a configuration of a side frame of the sheet, and FIG. 15 is a mode for moving the side frame of the sheet.
Perspective view showing the periphery mechanism of data, 16 is the vehicle speed V and V ² /
(1 + AV ² ) And a map showing characteristics.

First, a perspective view of the sheet will be described with reference to FIG. In FIG. 13, reference numeral 11 denotes a sheet cushion that can slide in the front-rear direction. A seat back 12 is attached to the seat cushion 11 so as to be tiltable. A headrest 13 is attached to the upper end of the seat back 12 so as to be adjustable in the front-rear and up-down directions.

On both sides of the seat back 12, side supports 14a, 14 for suppressing the occupant from swinging in the left-right direction.
b is provided. These side supports 14a, 14
b can be adjusted so that the included angle is closed or opened. The function will be described with reference to FIGS.

In FIG. 14 and FIG.
The side support frame 21 is provided in the doors 14a and 14b.
a and 21b are respectively buried. These side support frames 21a and 21b are connected to each other via a connecting rod 22, so that the side support frames 21a and 21b are connected to each other.
a, 21b and the connecting rod 22 are configured to interlock in the direction of the arrow (or in the direction opposite to the arrow).

By the way, the side support frame 21
The link 2 is attached to the frame extending in the vertical direction with the drawing of b.
3 is fitted therein, and one end of a connecting rod 22 is rotatably attached to one end of the link 23. Further, a long hole 24 is formed at the other end of the link 23.

Reference numeral 25 denotes a motor. This motor 2
The rotation of the rotary shaft 5 is transmitted to the rotation of a screw 27 screwed into the screw nut 26. When the screw 27 appears and disappears in the direction of the arrow due to the rotation of the screw 27, the rod 28 rotates clockwise, and accordingly, the arm 29 attached to the tip of the rod 28 rotates clockwise. This arc
A pin 30 is attached to the
0 protrudes and disappears through the long hole 24.

That is, when the motor 25 rotates and the screw 27 protrudes and retracts in the direction of the arrow, the rod 28 rotates clockwise as shown, and the arm 29 also rotates clockwise. The link 23 pivots counterclockwise via the pin 30, the side support frame 21b pivots counterclockwise as shown, and the connecting rod 22 moves in the arrow direction as shown. When the side support frame 21a rotates clockwise as shown in the figure, the angle between the side support frames 21a and 21b rotates in the closing direction,
It operates in the direction in which the angle between the side supports 14a and 14b is closed.

On the other hand, when the motor 25 rotates in the direction opposite to the above-described rotation direction, the movement of each part operates in the direction opposite to the illustrated arrow, and the angle between the side supports 14a and 14b opens. Operate in the direction.

The position indicated by the broken line A in FIG. 14 is the reference position of the side support 14b. The position shown by the broken line B is the most open position of the side support 14b, and is controlled to this position when getting on and off. Further, the position shown by the broken line C is the most closed position of the side support 14b, and is controlled to this position when the vehicle speed is extremely high or when turning with a high lateral G.

Next, a system configuration diagram of the sheet side support control device will be described with reference to FIG. In FIG. 1, reference numeral 31 denotes a controller mainly composed of a microcomputer. This controller 31
Stores a program for performing processes shown in flowcharts as shown in FIGS. This control
The motor 31 is connected to a motor drive circuit 32 having a built-in relay for rotating the motor 25 forward and backward. The motor drive circuit 32 selectively drives the built-in relay according to the forward rotation signal f or the reverse rotation signal r output from the controller 31 to control the forward or reverse rotation of the motor 25. The angle between the side supports 14a and 14b is controlled so as to close or open.

A position sensor 33 detects the position of the side support 14b from the reference position indicated by the broken line A. The position signal P detected by the position sensor 33 is output to the controller 31. For example, the position signal P in the direction of closing from the reference position has a positive value, and the position signal P in the direction of opening from the reference position has a negative value.

As will be described later, the controller 31 sets the position of the side support 14b every 10 msec. The control position of the side support 14b set this time is the side support control position OUTTF ( n), the previously set control position of the side support 14b is the side support control position OUTTF (n-1) in the memory 31m.
Is stored. Then, the controller 31 compares the side support control position OUTTF (n) with the position signal P, determines the rotation direction or stop of the motor 25, and outputs a forward rotation signal f or a reverse rotation signal r as appropriate. . The sheet control amount OUTT (n) set this time and the previous sheet control amount OUTT (n-1) are stored in the memory 31m with reference to FIGS.

Further, the controller 31 has various flags,
A timer is provided, and operation signals for the following sensors and switches are input. Reference numeral 34 denotes a turn signal switch that outputs an ON signal for a predetermined time (for example, 1 second) when an operation of the turn signal is detected, and 35 an accelerator that outputs an ON signal for a predetermined time (for example, 2.5 seconds) when an operation of the accelerator is detected. A switch 36 is a brake switch for outputting an ON signal for a predetermined time (for example, 2.5 seconds) when a brake operation is detected, and a driving door switch 37 for outputting an ON signal when the driving door is detected to be open. is there.

Reference numeral 38 denotes a hazard switch, 39 denotes an AUTO switch which is operated when automatically controlling the included angle between the side supports 14a and 14b, and 40 denotes a manual for manually adjusting the included angle. Switch.

Reference numeral 41 denotes a speedometer of the transmission.
A vehicle speed sensor comprising a lead switch for converting the rotation of the tag gear into a read pulse signal and outputting the read pulse signal; 42, a lateral G sensor for detecting lateral G (acceleration);
That is, a front and rear G sensor for detecting front and rear G, a handle angle sensor 44 for detecting the steering angle θ of the handle, and a reference numeral 45 for an IG (ignition) switch.

Next, the operation of the embodiment of the present invention configured as described above will be described. First, the processing shown in the flowchart of FIG. 6 is performed by a timer interrupt every 1 msec. Input signal processing of the steering pulse is performed, and the timer TIMS is incremented by one. Then, the timer TIMS is incremented by one every 1 msec timer interrupt until “10” is counted in the timer TIMS. When "10" is counted in the timer TIMS, the timer TIMS is cleared to "0" and the flag FI
“1” is set in OMS.

That is, in the flowchart of FIG.
When 10 msec has been counted based on the timer interrupt, the flag FIOMS is set to "1". This flag FIOMS
Is set to "1", the processing of the main routine is started as described later with reference to FIG. Further, the calculation of the wheel speed is performed in synchronization with the rise of the lead pulse as shown in FIG. 7, and the vehicle speed V is calculated.

Next, the processing of the main routine will be described with reference to FIG. First, as described above, the flag FI
It is determined whether or not OMS is "1", and when the flag FIOMS becomes "1", a process of returning the flag FIOMS to "0" is performed (steps S1 and S2). That is, as described above, 10
The processing of the main routine is started every msec.

In the main routine, an input process, that is, an operation signal of a switch input to the controller 31,
Reading processing of detection signals from various sensors is performed (step S3).

Next, an arithmetic process relating to the AUTO mode, which will be described in detail later with reference to FIGS. 3 and 4, is performed (step S4). In this process, the control position OUTTF of the side support 14b based on the vehicle speed, the lateral G, and the longitudinal G
(n) is obtained and set in the memory 31m.

If the AUTO switch 39 is off and the IG switch 45 is on, the manual mode
Is performed (steps S5, S6, S7). This manual mode process is a process for controlling the angle between the side supports 14a and 14b according to the operation of the manual switch 40.

If the AUTO switch 39 is off and the IG switch 45 is off, the control stop mode is turned off.
That is, a mode for stopping the process of controlling the angle between the side supports 14a and 14b is set (steps S5, S6, S8).

The AUTO switch 39 is on,
When the detection signal from the operation door switch 37 detects that the operation door is closed and the IG switch 45 is turned on, the operation process for the AUTO mode described in step S4 described above is performed. Control position of the side support 14b based on the calculated vehicle speed, lateral G, and longitudinal G
AUTO mode for automatically setting the side support 14b is set to OUTTF (n) (steps S9, S10, S)
11).

When the AUTO switch 39 is on, the detection signal from the operation door switch 37 detects that the operation door is closed, and the IG switch 45 is detected to be off, , Side support 1
A control stop mode for stopping the control of the included angle between 4a and 14b.
Is set (steps S9, S10, S8).

The detection signal from the driving door switch 37 detects that the driving door is open, and the vehicle speed V
Is smaller than 3 km / h, it is determined that the vehicle stops and the occupant gets off, and the getting on / off mode is set (steps S9, S12, S13). In the getting-on / off mode setting process, the position where the side support 14a and 14b has the largest open angle is set as the control position OUTTF (n).

Hereinafter, the motor relay output processing, that is, the side support control position OUTTF (n) is compared with the position signal P, the rotation direction or stop of the motor 25 is determined, and the forward rotation signal f or reverse rotation is determined. Processing for appropriately outputting the signal r is performed. As a result, the angle between the side supports 14a and 14b is controlled to be an angle corresponding to the control position OUTTF (n) (step S14). Then, control of a sensor power supply, output of a diagnosis signal, and serial communication processing of a RAM monitor are performed (steps S15 to S17).
Next, the detailed operation of the above-described arithmetic processing relating to the AUTO mode will be described with reference to FIGS.

First, a physique adjustment value is calculated (step S21). Specifically, the control position OUTTF (n) is offset by the minimum control unit by the number of times the manual switch 40 is pressed in the AUTO mode.

Then, the calculation processing of the calculated lateral G, that is, the processing of calculating the lateral G from the vehicle speed V is performed (step S2).
2). Specifically, the calculated lateral G is calculated from the vehicle speed V as shown in Equation 1, but by storing the fractional part of Equation 2 in Equation 1 as a map as shown in FIG. The value of Equation 2 is obtained from the map, and the calculated lateral G is calculated by multiplying the value by SITA / B. In Equation 1,
GYB is the calculated lateral G, SITA is the steering wheel angle, V is the vehicle speed, A is the stability factor (0.002), and B is the constant (wheel
(Base ratio × handle gear ratio).

[0037]

(Equation 1)

[0038]

(Equation 2)

Further, the calculation of the predicted horizontal G is performed (step S23). This predicted lateral G is predicted by performing the operation of Equation 3 based on GYB, which is the calculated lateral G calculated in step S22. In Equation 3, GYB (n
-1) is the calculated lateral G, GYB calculated in the previous control cycle.
(N) is the calculated horizontal G, MGYB calculated in the current control cycle.
V is a vehicle speed correction map.

[0040]

(Equation 3)

Further, the turn signal control condition routine as shown in the flowchart of FIG. 5 is executed. In the turn signal control condition routine, when the hazard switch 38 is turned off, the turn signal switch 34 is turned on, the accelerator switch 35 is turned on, and the vehicle speed V is 3 km / h or more, the turn signal control condition flag FUINM is set to 1. In other words, the above-described condition is based on the assumption that the vehicle is running with the turn signal output toward the intersection in front of the vehicle while stepping on the accelerator, and the vehicle is expected to turn at the intersection. Another condition for setting the turn signal control condition flag FUINM to 1 is when the hazard switch 38 is off, the turn signal switch 34 is on, the accelerator switch 35 is off, and the brake switch 36 is on. This condition is based on the assumption that the vehicle turns off at the intersection and stops, and the turn at the intersection in the very near future is predicted.

That is, the turn signal control condition flag FUINM is actually set to "1" when it is predicted from the operation state of the turn signal that the vehicle is not yet in the turning state but is going to enter the turning state in the near future.

On the other hand, if the hazard switch 38 is turned on or the turn signal switch 34 is turned off even when the hazard switch 38 is turned off, it is not predicted that the vehicle will enter the turning state in the very near future, so that the turn signal control is not performed. The condition flag FUINM is set to "0".

Next, a process for calculating the sheet control amount is performed (step S25). Here, the sheet control amount is such that the value corresponding to the angle in the direction of the dashed line C is a positive control amount and the value corresponding to the angle in the direction of the dashed line B is the negative control amount with reference to the position A in FIG.

First, the above-described steps S22 to S24
From the calculated lateral G, predicted lateral G, and lateral G detected by the lateral G sensor 42, the maximum lateral G is determined. The sheet control amounts GYT, GXT, VT, and UNIT corresponding to the maximum lateral G, the longitudinal G detected by the longitudinal G sensor 43, and the vehicle speed V are obtained with reference to the maps of FIGS. .

The map shown in FIG. 9 corresponds to steps S22 to S24.
The sheet control amount GYT for the maximum lateral G of the calculated lateral G, predicted lateral G, and lateral G detected by the lateral G sensor 42 obtained in
Is stored as a map. That is,
The control amount GYT is “0” when the horizontal G is up to the set value g0, increases linearly from the set value g0 to g1, and becomes the set value α when the set value g1 or more.

The map shown in FIG. 10 stores the sheet control amount GXT for the front and rear G detected by the front and rear G sensor 43 as a map. That is, the sheet control amount GXT is “0” when the front and back G is up to g0, increases linearly from the set value g0 to g1, and becomes the set value α when the set value g1 or more.

The map shown in FIG. 11 stores the seat control amount VT with respect to the vehicle speed V as a map. That is, the sheet control amount VT is “0” when the vehicle speed V is 0 km / h,
It increases linearly as the vehicle speed V increases.

The map shown in FIG. 12 is referred to when the turn signal control condition flag UINT is "1" in the above-described turn signal control condition routine. That is,
The control amount UINT is "0" until the vehicle speed V is Vo, and increases linearly when the vehicle speed V becomes equal to or higher than Vo.

In step S25, the maximum lateral G is obtained as described above.
The processing of setting the hold flag FHOLD to "1" based on the occurrence frequency when the maximum horizontal G is input is performed.
Further, in step S25, the horizontal G is 0.2 g.
Is counted after the time T exceeds 0.2 g or less until the time becomes 0.2 g or less. Hold flag FHOLDGY is set to "1".

Next, it is determined whether the vehicle speed V is, for example, 10 km / h or more (step S26). If it is 10 km / h or more, it is determined whether the above-mentioned turn signal control condition flag UINT is "1" (step S26). Step S27). If "YES" is determined in step S27, the sheet control amounts GYT and GXT calculated in step S25 are calculated.
, VT, and UNIT are determined, and the maximum value is set as the side support target position OUTT (step S28).

On the other hand, if "NO" is determined in the step S27, that is, the turn signal control condition flag UNIT is set to "0".
Is determined, the maximum value among the sheet control amounts GYT, GXT, and VT excluding the sheet control amount UNIT is obtained.
It is set as the side support target position OUTT (step S29).

That is, in the above-mentioned turn signal control routine in step S24, when the turn signal is output and the turn is predicted in the very near future, the turn signal control condition flag FUINM is set to "1". The maximum value is obtained including the sheet control amount UNIT obtained with reference to the map of FIG.

By the way, in step S26 described above, "N
If the determination is "O", that is, if the vehicle speed V is less than 10 km / h, it is determined whether the turn signal control condition flag FUIM is "1" (step S30). If “YES” is determined in this step S30, the steering angle θ of the steering wheel detected by the steering wheel angle sensor 44 becomes 60
It is determined whether it is deg or more. If "YES" is determined in the step S31, the sheet control amount UNIT obtained with reference to the map of FIG. 12 is set as the side support target position OUTT. Thus, step S2
Through a series of processes in steps S6, S30, S31, and S32, the side support target position OUTT when the vehicle speed V turns at an intersection at a low speed lower than 10 km / h is obtained with reference to the map shown in FIG.

On the other hand, even if the determination in step S26 is "NO", if the turn signal control condition flag FUIM is "0" or the steering angle θ of the steering wheel is less than 60 deg, the side support target The sheet control amount VT obtained from the map of FIG. 11 is set as the position OUTT.

Next, it is determined whether or not "1" is set in the hold flag FHOLD set in step S25. If "1" is set, the peak hold time Tph is determined.
Is set to “5 seconds”, and if “0” is set,
"2 seconds" is set for the hold time Tph. Note that the peak hold time Tph is the side support target position OUTT.
Means the time during which the side support target position OUTT is held when the position changes in the closing direction. For example, when traveling on a winding road spreading under the driver's eyes, the hold flag FHOLD is set to "1" and the peak hold time Tph is set to 5 seconds. If the peak hold time Tph is "2 seconds" during the running of the winding load, the side support from one corner to the next corner may be controlled to open from the closed state to the open state. There is a bee
By setting the hold Tph to 5 seconds,
Even when the horizontal G becomes 0.2 g or less between the corner and the next corner, the closed state of the side support can be maintained. Therefore, the peak hold time Tph is set to 5 seconds longer than the normal peak hold time, and the side support is controlled in the closing direction until the vehicle finishes running on the winding road spreading under the driver's eyes. By doing so, it is possible to realize side support control that matches the driver's sense of tension maintained to a certain level.

Next, when the brake switch 36 is ON and the vehicle speed V is 10 km / h or more, the current side support target position OUTT (n) and the previous side support target position OUTT (n) are set as the side support control target position OUTTF. − Target position OU
The maximum value of TT (n-1) is set (step S3
9). In other words, the current side support target position OUTT (n
) Becomes smaller than the previous side support target position OUTT (n−1), the previous side support target position OUTT (n−1) is set as the side support control position OUTTF.

On the other hand, even if "NO" is determined in step S37 or S38, if the hold flag FHOLDGY based on the duration of the horizontal G is "1" in step S40, the above-described step S39 is performed.
Is performed.

Even if "NO" is determined in step S37 or step S38, step S37 is executed.
Hold flag FHOL based on duration of horizontal G in judgment of 40
If DGY is determined to be "0", the side support control position OUTTF is obtained as follows.

That is, the current side support target position OU
TT (n) is the previous side support target position OUTT (n-1)
If this is the case, the current side support target position
OUTT (n) is set as the side support control position OUTTF.

On the other hand, the current side support target position OUTT
If (n) becomes smaller than the previous side support target position OUTT (n-1), a peak hold for T seconds is performed, and then the previous side support control position OUTTF (n-1).
Subtract "1" from the value to get the side support control position OU
TTF.

That is, as shown in FIG. 8, even when the target side support position OUTT changes from the peak at time t1 to the opening direction, the peak hold time Tph remains at the side support control position OUTTF. The peak state is maintained. And
After the elapse of the peak hold time Tph, the side support control position OUTTF is linearly reduced.

In a corner where the lateral G slightly exceeds 0.2 g, the hold flag FHOLDGY is set to "1" for T seconds as shown in FIG. 8 after the lateral G falls below 0.2 g. Have been. While the hold flag FHOLDGY is set to "1", the side support control position OUTTF at the time t2 can be held. Then, after the side support control position OUTTF is held at the peak value at the time t2, the side support position OUTTF is linearly reduced.

[0064]

As described above in detail, according to the present invention, the angle of the side support is controlled before the vehicle actually turns based on the turn signal operation. It is possible to provide a seat side support control device capable of controlling a sandwich angle of the side support of the seat.

[Brief description of the drawings]

FIG. 1 is a system configuration diagram of a sheet side support control device.

FIG. 2 is a flowchart showing a main routine.

FIG. 3 is a flowchart showing a part of an AUTO modul-tin.
G.

FIG. 4 is a flowchart showing a part of an AUTO modul-tin.
G.

FIG. 5 is a flowchart showing a turn signal control condition routine.
G.

FIG. 6 is a flowchart showing an interrupt routine every 1 msec.
G.

FIG. 7 is a flowchart showing a read pulse edge interrupt routine.

FIG. 8 is a diagram showing a temporal change of a side support position.

FIG. 9 is a map showing GYT-lateral G characteristics.

FIG. 10 is a map showing GXT-front-back G characteristics.

FIG. 11 is a map showing VT-vehicle speed characteristics.

FIG. 12 is a map showing UNIT-vehicle speed characteristics.

FIG. 13 is a perspective view showing a sheet.

FIG. 14 is a diagram showing a configuration of a side frame of the sheet.

FIG. 15 is a perspective view showing a peripheral mechanism of a motor for moving a side frame of the sheet.

FIG. 16 shows vehicle speeds V and V ² / (1 + AV ² ) And a map showing the characteristics.

[Explanation of symbols]

14a, 14b ... side support, 31 ... control
, 32 ... Motor drive circuit, 33 ... Position sensor, 34 ...
Blinker switch, 35: accelerator switch, 36: brake switch, 37: driving door switch.

Claims (1)

(57) [Claims] 1. A blinker operation detecting means for detecting a blinker operation, an accelerator operation detecting means for detecting an accelerator operation, a brake operation detecting means for detecting a brake operation, the blinker operation detecting means and an accelerator operation Turning predicting means for predicting the turning of the vehicle based on the detection signal detected by the detecting means and the brake operation detecting means; means for controlling a sandwich angle of the side support of the sheet; When the turn of the vehicle is predicted, the control means moves the pinch angle of the side support of the sheet in the closing direction. When the turn prediction means no longer predicts the turn of the vehicle, the pinch angle of the side support is stopped. And a control means for moving the sheet in an opening direction.