JP5390237B2 - Driver device control device - Google Patents

Description

  The present invention relates to a driver-use device control apparatus that adjusts a driver-use device in a vehicle to match a driver's body shape.

  Conventionally, there is a technique described in Patent Document 1 as a technique for adjusting a driver-use device so as to match a driver's body shape in a vehicle. In this technology, vehicle equipment data (seat position, air conditioner temperature, door mirror angle, etc.) set in the own vehicle is stored in the IC card as each user's preference, and when each user uses the own vehicle, The vehicle equipment data is read and the vehicle equipment is controlled. In this way, the vehicle can be driven in a usage environment suitable for each user.

JP 2002-104105 A

  However, in the above prior art, when the vehicle is changed to another vehicle type, the vehicle facility data is not useful, and the vehicle facility environment suitable for the user cannot be obtained. In other words, the size and shape of the vehicle equipment differ if the vehicle type of the host vehicle and the other vehicle is different, and the interrelationship between the front and rear positions of the seat from the accelerator pedal, the seat height, and the handle height between the host vehicle and the other vehicle. Is different. For this reason, for example, in the case of the own vehicle, even if the steering wheel operation is easy when the actual use value of the seat angle is 100 °, the relationship between the user's body shape and the arrangement distance of the vehicle equipment is shifted in other vehicles. Thus, for example, if the actual use value of the seat angle is not set to 95 °, a situation occurs when it is difficult to operate the steering wheel without matching with the body shape value of the user.

  As a measure to improve this, it is conceivable to prepare conversion tables between different vehicle types, but there are a great variety of vehicle types, the number of combinations between each vehicle type is extremely large, and the amount of data in the conversion table becomes large. There's a problem.

  The present invention has been made in view of the above-described circumstances, and its purpose is to make it easy to easily use the driver between the host vehicle and other types of vehicles without using a large number of conversion tables in consideration of different vehicle types. It is an object of the present invention to provide a driver-use device control device that can be the same.

  The present invention has been made paying attention to the following points. That is, the actual usage values of the steering wheel and seat as the driver use device in the vehicle, the rearview mirror, and the left and right side mirrors are adjusted according to the body shape of the driver. For example, the actual usage value for the seat (front / rear distance from the accelerator pedal to the seat, the height of the seat, the seat angle, etc.), the actual usage value of the rearview mirror (for example, the left / right angle and vertical angle), and the left / right side mirrors Actual use values (for example, left and right angles and vertical angles) and body shape values (for example, leg length, arm length, head height, etc.) are substantially correlated. Therefore, if the driver body shape value is taken out, it can be handled as universal data even if the vehicle type is different. Then, in the own vehicle, if the user (driver) body shape value is estimated from the actual usage value of the driver device, and the estimated result is stored in the external storage means, the driver body value data can be taken out.

  In addition, if the own vehicle reads the driver body value data taken out from another vehicle and calculates the actual usage value of the driver-use equipment provided in the own vehicle from the driver body value, it matches the own vehicle. The actual usage value can be obtained, and if the driver device is controlled so as to obtain this actual usage value, it is possible to obtain a usage environment suitable for each driver. Therefore, in each vehicle, if the relationship between the actual use value of the driver's use device of the own vehicle and the driver body shape value is stored as conversion data that can be inversely converted, the driver between the own vehicle and the other vehicle can be used. It becomes possible to obtain an individual use environment.

  The invention of claim 1 made by paying attention to the above points is estimated from the actual use value acquisition means for acquiring the actual use value of the driver using device, the actual use value of the driver using device, and the actual use value. Conversion data storage means for storing conversion data that can be inversely converted with respect to the driver body value, and a driver body shape based on the conversion data from the actual use value of the driver use device acquired by the actual use value acquisition means A driver shape value estimating means for estimating a value; and a data transfer means capable of transferring data to a portable external storage means and transferring and storing the driver shape value estimated by the driver shape value calculating means to the external storage means; , Data acquisition means capable of acquiring driver shape value data from portable external storage means, and driver shape value acquired by this data acquisition means Actual use value calculation means for calculating an actual use value based on the conversion data of the conversion data storage means, and device control for controlling the driver use device so as to be the actual use value calculated by the actual use value calculation means Means.

  According to the first aspect of the present invention, the actual use value of the driver using device is acquired by the actual use value acquiring unit, and the actual use value of the driver using device and the conversion data are acquired by the driver body value estimating unit. The driver shape value is estimated based on the data, and the data transfer means transfers the driver shape value to the portable external storage means. As a result, the driver body shape value as an absolute value unique to the driver can be stored as data in the external storage means.

  According to the first aspect of the present invention, since the data taken out from the own vehicle is the individual body shape value of the driver, when the own body value data is used in another vehicle, the other vehicle uses the driver. If the device control device is provided, the data acquisition means acquires the driver body value from the portable external storage means, and the actual use value calculation means acquires the acquired driver body value and the converted data storage means. Since the actual use value is calculated based on the conversion data, the actual use value suitable for the driver itself and the driver using device of the vehicle can be calculated from the body shape value of each driver. Accordingly, by controlling the driver-use device so that the actual use value is obtained by the device control means, the driver-use device can be matched to the driver body shape, and thus the driver between the own vehicle and other types of vehicles can be easily obtained. The usage environment can be made almost the same.

  As the conversion data provided in the vehicle, conversion data that can be inversely converted with respect to the driver body value estimated from the actual use value is sufficient, and therefore the data amount of a large number of conversion tables that compensate for a large number of different vehicle types. Unlike this, the amount of data can be extremely small, and the data can be easily created.

The invention of claim 1 further includes an actual use value acquisition command input means that is operated by a user to input an actual use value acquisition command, and a driver use device set command that is operated by a user and inputs the driver use device control command. Input means, and when the actual use value acquisition input means is operated, the actual use value acquisition means acquires the actual use value of the driver use device, and the driver body shape value estimation means provides the driver use device. actual use value and the based on the converted data to infer the driver body shape value, the driver body shape value data is transferred to the portable external storage means by said data transfer means, said driver using the equipment set command input means operation Then, the data acquisition means acquires a driver body value from a portable external storage means, and calculates the actual use value. According to the step, the actual use value is calculated based on the acquired driver body shape value and the conversion data stored in the conversion data storage unit, and the driver use device is controlled by the device control unit so that the actual use value is obtained. Have.

According to the first aspect of the present invention, when the actual use value acquisition command input means is operated, the actual use value of the current dry use device is automatically obtained, the driver body shape value is estimated, and the data to the external storage means If the driver use device set command input means is operated, it is possible to automatically acquire the driver body shape value, calculate the actual use value suitable for the vehicle, and control the driver use device. it can.

According to the invention of claim 2, the driver body shape value estimating means estimates a plurality of types of driver body values based on the converted data from the actual used values of the driver using device acquired by the actual used value acquiring means. The data transfer means transfers each driver body value estimated from each type of actual use value in association with the type of each actual use value, and the actual use value calculation means acquires Based on the converted driver body value and the conversion data stored in the conversion data storage means, the actual usage value of the type associated with each driver body value is calculated from each driver body value, and there is one actual usage value of the same type. When it is calculated, the actual use value is selected, and when a plurality of actual use values of the same type are calculated, the driver use machine targeted by the actual use value among the plurality of actual use values is calculated. Characterized in place of selecting the actual use value closer to safe use embodiment.

According to the second aspect of the present invention, since the actual usage value of the type associated with each driver body value is calculated, one or a plurality of actual usage values of the same type are calculated. Then, when a plurality of actual usage values of the same type are calculated, the actual usage value calculation means is the one closer to the safe usage pattern of the driver usage device targeted by the actual usage value among the plurality of actual usage values. Since the actual use value is selected, it is possible to set a driving environment in which safe driving is possible, that is, a driving device use state, from among a plurality of actual use values that match the user's body shape.

In the invention of claim 3 , in the actual usage value calculating means, the actual usage values calculated in a plurality of the same type include the front-rear distance of the driver's seat from the accelerator pedal, and the actual usage value calculation means When a plurality of front-rear distances of the driver seat are calculated, the plurality of driver seats are used as actual usage values that are closer to the safe usage mode of the driver seat that is the driver using device for which the plurality of actual usage values are targeted. This is characterized in that the front-rear distance of the driver seat that is the smallest of the front-rear distances is selected.

According to the invention of claim 3, a plurality of front and rear distances of the driver's seat from the accelerator pedal (hereinafter referred to as seat front and rear distances) are calculated, and the actual use value of the plurality of seat front and rear distances is the target. The minimum seat front-rear distance is selected as the actual usage value of the driver seat that is closer to the driver's seat, which is the driver-using device, so it is safer from the multiple seat front-rear distances that match the user's body shape. It is possible to set the driving environment in which the vehicle can travel, that is, the distance between the front and back of the seat. That is, when a plurality of seat front-rear distances are calculated, the safer usage is that the driver seat is closer to the accelerator (the seat front-rear distance is minimum).

In the invention of claim 4 , in the actual usage value calculation means, the actual usage values calculated in a plurality of the same type include the height from the driver's seat floor to the seat seat surface, and the actual usage value calculation means, When a plurality of heights to the seat seating surface are calculated, the plurality of seats are used as actual usage values closer to the safe usage pattern of the driver's seat that is the driver usage device for which the plurality of actual usage values are targeted. It is characterized in that the height to the seat seat surface that is the maximum among the heights to the seat surface is selected.

According to the fourth aspect of the present invention, a plurality of heights from the driver's seat floor to the seat seat surface (hereinafter referred to as seat height) are calculated, and the actual use value is the target among the plurality of seat heights. Since the maximum seat height is selected as the actual usage value of the driver seat that is the driver's equipment that is closer to the safe usage pattern, all of them are safer from multiple seat heights that match the user's body shape. The driving environment in which the vehicle can travel, that is, the seat height can be set. That is, when a plurality of seat heights are calculated, the safer usage is that the higher seat height (maximum seat height) is safe from the viewpoint of securing the driving field of view.

According to a fifth aspect of the present invention, the actual use value calculation means includes a seat back angle as the actual use value calculated in plurality of the same type, and the actual use value calculation means calculates a plurality of the seat back angles. In such a case, the seat back angle that is the smallest of the plurality of seat back angles is selected as the actual usage value that is closer to the safe usage pattern of the driver's seat that is the driver using device that is the target of the plurality of actual usage values. It has a feature.

According to the invention of claim 5, a plurality of seat back angles (hereinafter referred to as “seat angles”) are calculated, and a driver seat that is a driver using device targeted by the actual use value among the plurality of seat angles. Since the minimum seat angle is selected as the actual usage value that is closer to the safe usage pattern, the driving environment that allows safer driving, that is, the seat angle, must be set from multiple seat angles that match the user's body shape. Can do. In other words, when multiple seat angles are calculated, the safer form of use is that the seat is closer to the standing position (the seat angle is the minimum) than the sleeping position from the standpoint of ease of holding the steering wheel and securing the driving field of view. It is.

The invention according to claim 6 is characterized in that the driver body shape values for calculating the seat front-rear distance are a leg length and an arm length.
According to the sixth aspect of the present invention, since the seat front-rear distance is calculated from the driver body shape values such as the leg length and the arm length, the optimum value for the steering operation and the accelerator operation is calculated as the seat front-rear distance. Is possible.

The invention of claim 7 is characterized in that the driver body shape values for calculating the seat height are a leg length and a head height.
According to the seventh aspect of the invention, since the seat height is calculated from the driver body shape values such as the leg length and the head height, the seat height is optimal for the accelerator operation and the driving visual field is also ensured. The value can be calculated.

The invention according to claim 8 is characterized in that the driver body shape values for calculating the seat angle are a leg length and an arm length.
According to the invention of claim 8 , since the seat angle is calculated from the driver body shape values such as the leg length and the arm length, it is possible to calculate an optimum value for the steering operation and the accelerator operation as the seat angle. Become.

In the invention of claim 9, the actual use value calculated for only one of the same type includes the angle of the rearview mirror and the side mirror, and the driver body shape value for calculating the angle of the rearview mirror and the side mirror is the first. It is characterized by its part height.

According to the ninth aspect of the present invention, the angles of the rearview mirror and the side mirror can be optimally calculated from the small driver body shape value data such as only the head height. In other words, the angle of the rearview mirror and side mirror should be set according to the viewpoint of the user (driver). In this case, the viewpoint position in plan view does not change much depending on the driver, but the height of the viewpoint is the body shape of the driver. It varies depending on the situation. Therefore, calculating the angles of the rearview mirror and the side mirror from the head height correlated with the height of the viewpoint can calculate the optimum rearview mirror and side mirror angles.

The block diagram of the electric constitution which shows one Embodiment of this invention Schematic side view of the driver's seat for explaining actual usage values A rear view mirror is shown roughly, (a) is a front view, (b) is an arrow U direction view of (a), (c) is an arrow V direction view of (a). The left side mirror is schematically shown, (a) is a front view, (b) is a view from the arrow W direction (plan view) of (a), (c) is a view from the arrow X direction (a) ( Side view) A right side mirror is shown schematically, (a) is a front view, (b) is an arrow Y direction view (plan view) of (a), (c) is an arrow Z direction arrow view of (a) ( Side view) The figure which shows the conversion data and conversion formula for estimating each driver body value from each acquired actual use value The figure which shows the conversion data and conversion formula for calculating each actual use value from each driver figure value Flow chart showing the control contents of the control unit (A)-(c) is a figure which shows the display screen of a indicator in time series. (A)-(c) is a figure which shows the display screen of a indicator in time series. Schematic side view of driver and driver's seat for explaining driver body shape values

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings. FIG. 1 schematically shows a driver-using device control device 1 mounted on a vehicle (not shown) and a configuration related thereto. The driver using device control apparatus 1 includes a control unit 2, a speaker 3, a display 4, a touch panel switch 5, and a communication unit 6.

  The control unit 2 corresponds to actual use value acquisition means, driver body value estimation means, data transfer means, data acquisition means, actual use value calculation means, and device control means. The control unit 2 includes a microcomputer including a CPU 2a, a ROM 2b, a RAM 2c, a data memory 2d, and the like, and includes a connection port 2e. The connection port 2e is detachably connected to the nonvolatile memory 7 as an external storage means. Examples of the nonvolatile memory 7 include various memory cards such as CompactFlash (registered trademark) and SD memory card (registered trademark), storage devices represented by portable fixed disk devices, portable hard disk drives, and the like. It can be used.

  The speaker 3 and the display device 4 are notification means. The display 4 is composed of a color liquid crystal display, for example, and the touch panel switch 5 is formed on the display screen. As shown in FIG. 9A, the touch panel switch 5 includes a take-in switch 5a as an actual use value acquisition command input means and a set switch 5b as a driver use device set command input means.

The communication unit 6 communicates with a mobile phone 8 having a function as an external storage unit. As the communication method, for example, a Bluetooth (registered trademark) communication method is used.
The control unit 2 can control the seat control unit 10, the handle height control unit 11, the room mirror control unit 12, and the side mirror control unit 13 via the in-vehicle LAN 9.

  The seat control unit 10 moves the seat 14 shown in FIG. 2 back and forth to adjust the seat front / rear distance (front / rear distance from the accelerator pedal to the driver seat 14) A, and moves the seat 14 up and down. The seat height (height from the driver's seat floor 15 to the seat surface) B is adjusted, and the seat angle (seat backrest angle) C is adjusted by rotating the backrest 14a of the seat 14 back and forth, Each of the above adjustments can be performed by a control command from the control unit 2. In addition, the seat control unit 10 can transmit information on the above-described seat longitudinal distance A, seat height B, and seat angle C, that is, information on actual use values, to the control unit 2.

  The handle height control unit 11 is for adjusting the handle height D by moving the handle 16 shown in FIG. 2 up and down, and the adjustment can be performed by a control command from the control unit 2. ing. Further, the handle height control unit 11 can transmit the information on the handle height D, that is, the information on the actual use value, to the control unit 2.

  The room mirror control unit 12 rotates the room mirror 17 shown in FIG. 3 (b) to the left and right to adjust the room mirror left / right angle E, and the room mirror 17 is moved as shown in FIG. 3 (c). This is for adjusting the rear mirror vertical angle F by rotating up and down, and the adjustment can be performed by a control command from the control unit 2. The room mirror control unit 12 can transmit information about the above-described room mirror left-right angle E and room mirror vertical angle F, that is, information on actual use values, to the control unit 2.

  The side mirror controller 13 adjusts the left side mirror left-right angle G by rotating the left side mirror 18 shown in FIGS. 4A and 4B to the left and right, and as shown in FIG. 4C. The left side mirror 18 is pivoted up and down to adjust the vertical angle H of the left side mirror 18, and the right side mirror 19 shown in FIGS. The mirror left-right angle I is adjusted, and the right-side mirror up-down angle J is adjusted by rotating the right-side mirror 19 up and down as shown in FIG. Further, the side mirror control unit 13 controls the information on the left side mirror left-right angle G, the left side mirror up-down angle H, the right side mirror left-right angle I, and the right side mirror up-down angle J described above, that is, information on actual use values. 2 can be transmitted.

  The data memory 2d of the control unit 2 is composed of, for example, a non-volatile memory and serves as conversion data storage means. In the data memory 2d, conversion data shown in FIGS. 6 and 7 is stored. This conversion data is used to infer driver body values L1, L2, R1 to R3, T1 to T8, which will be described later, from the actual use values A to J, and conversely, these driver body values L1, L2, R1 to R3, T1. It is the conversion data for calculating each actual use value AJ from ~ T8.

Specifically, the conversion data is as follows.
* Default values related to actual use values (see Figure 6):
Default value AD [cm] of the seat front-rear distance A (50 cm in the present embodiment),
Default value BD [cm] of the seat height B (20 cm in the present embodiment),
Default value CD [°] of the seat angle C (90 ° in the present embodiment),
The default value DD [cm] of the handle height (60 cm in this embodiment),
Default value ED [°] of the room mirror left-right angle E (0 ° in this embodiment),
Default value FD [°] of the room mirror vertical angle F (0 ° in this embodiment),
The default value of the left side mirror left-right angle G is GD “°” (0 ° in this embodiment),
Default value HD [°] of the left side mirror vertical angle H (0 ° in this embodiment),
Default value ID [°] of the right side mirror left-right angle I (0 ° in this embodiment),
The default value JD [°] of the right side mirror vertical angle I (0 ° in this embodiment).

* Conversion coefficient related (see Figure 6)
Conversion factor KL1 [cm / cm] (in this embodiment, 1 [cm / cm]) from the actual use value of the seat front-rear distance to the leg length (driver body shape value),
Conversion coefficient KR1 [cm / cm] (actually 1 [cm / cm] in this embodiment) from the actual use value of the seat front-rear distance to the arm length (driver body shape value),
Conversion factor KL2 [cm / cm] from seat height to leg length (1 [cm / cm] in the present embodiment),
Conversion factor KT1 [cm / cm] from the seat height to the head height (1 [cm / cm] in the present embodiment),
Conversion coefficient KR2 [cm / degree] from the seat angle to the arm length (in this embodiment, 0.2 [cm / degree]),
Conversion coefficient KT2 [cm / degree] from the seat angle to the head length (0.3 [cm / degree] in the present embodiment),
Conversion factor KR3 [cm / cm] from the handle height to the arm length (0.5 [cm / cm] in this embodiment),
Conversion factor KT3 [cm / degree] from room mirror left-right angle to head height (0.1 [cm / degree] in this embodiment),
Conversion factor KT4 [cm / degree] from room mirror vertical angle to head height (0.5 [cm / degree] in this embodiment),
Conversion factor KT5 [cm / degree] from left side mirror left-right angle to head height (0.1 [cm / degree] in this embodiment),
Conversion factor KT6 [cm / degree] from the left side mirror vertical angle to the head height (0.5 [cm / degree] in the present embodiment),
Conversion factor KT7 [cm / degree] from right side mirror left-right angle to head height (0.2 [cm / degree] in this embodiment),
The conversion factor from the vertical angle of the right side mirror to the head height is KT8 [cm / degree] (in this embodiment, [1 cm / degree]).

* Default values related to driver body values (see Fig. 6)
The default value of the leg length is LD [cm] (60 cm in this embodiment),
The default value of the arm length is RD [cm] (in this embodiment, 40 cm),
The default value of the head height is TD [cm] (90 cm in this embodiment).

* Inverse transform coefficient (see Figure 7)
Inverse conversion coefficient GL1 (GL1 = (1 / KL1) in the present embodiment) when calculating the seat longitudinal distance A from the leg length L1;
Inverse conversion coefficient GR1 (GR1 = 1 / KR1 in the present embodiment) when calculating the seat longitudinal distance A from the arm length R1;
Inverse conversion coefficient GL2 (GL2 = 1 / KL2 in this embodiment) when calculating the seat height B from the leg length L2.
Inverse conversion coefficient GT1 (GT1 = 1 / KT1 in this embodiment) when calculating the seat height B from the head height T1;
Inverse conversion coefficient GR2 (GR2 = 1 / KR2 in the present embodiment) when calculating the sheet angle C from the arm length R2.
Inverse conversion coefficient GT2 (GT2 = 1 / KT2 in the present embodiment) when calculating the seat angle C from the head height T2;
Inverse conversion coefficient GR3 (GR3 = 1 / KR3 in this embodiment) when calculating the handle height D from the arm length R3,
Inverse transform coefficient GT4 (GT4 = 1 / KT4 in the present embodiment) when calculating the rearview mirror vertical angle F from the head height T4,
Inverse conversion coefficient GT5 (GT5 = 1 / KT5 in this embodiment) when calculating the left side mirror left-right angle G from the head height T5,
Inverse conversion coefficient GT6 (GT6 = 1 / KT6 in this embodiment) when calculating the left side mirror vertical angle H from the head height T6,
Inverse conversion coefficient GT7 (GT7 = 1 / KT7 in this embodiment) when calculating the right side mirror left-right angle I from the head height T7,
Inverse conversion coefficient GT8 when calculating the right side mirror vertical angle J from the head height T8 (GT8 = 1 / KT8 in this embodiment).

Next, the control of the control unit 2 will be described.
For example, when a start switch (not shown) is turned on, a display screen 4A shown in FIG. 10 appears on the display 4, and a control flowchart shown in FIG. 8 is started. In FIG. 8, in step S1, it is determined whether or not the capture switch 5a shown on the screen 4A in FIG. 9A has been turned on by the user (driver). If turned on, the process proceeds to step S2. Get each actual usage value. That is, the seat front-rear distance A, the seat height B, and the seat angle C are acquired from the seat control unit 10, the handle height D is acquired from the handle height control unit 11, and the room mirror left-right angle E is acquired from the room mirror control unit 12. The room mirror vertical angle F is acquired, and the left side mirror left / right angle G, left side mirror vertical angle H, right side mirror left / right angle I, and right side mirror vertical angle J are acquired from the side mirror control unit 13. At this time, the display screen 4B of FIG. 9B appears on the display 4, and the display of the processing status of the acquisition process and the next estimation process is started.

  In step S3, from the acquired actual usage values (A to J above), the leg length L1, the arm length R1, the leg length L2, the head height T1, and the arm length, which are driver body values, respectively. The height R2, the head height T2, the arm length R3, and the head heights T3 to T8 are estimated. Details are as follows (see also FIG. 6).

[1-1] The leg length L1 [cm] is estimated from the seat longitudinal distance A [cm].
The default value of the seat front-rear distance is AD [cm] (50 cm in this embodiment),
The default value of the leg length is LD [cm] (60 cm in this embodiment),
If the adjustment value of the seat front-rear distance from the default value is a [cm] (− for forward adjustment, + for rearward adjustment),
The seat longitudinal distance (actual use value) A is A = AD + a.

Here, when the conversion coefficient from the actual use value of the seat front-rear distance to the driver body shape value (leg length) is KL1 (1 [cm / cm] in the present embodiment),
The leg length L1 [cm] estimated from the seat longitudinal distance is L1 = LD + KL1 × a (1)
It becomes.

[1-2] The arm length R1 [cm] is estimated from the seat longitudinal distance A [cm].
The default value of the seat front-rear distance is the AD (50 cm),
The default value of the arm length is RD [cm] (in this embodiment, 40 cm),
If the adjustment value from the default value is a [cm] (− for forward adjustment, + for backward adjustment),
The seat longitudinal distance (actual use value) A is A = AD + a.

Here, when the conversion coefficient from the actual use value of the seat front-rear distance to the driver body shape value (arm length) is KR1 (1 [cm / cm] in the present embodiment),
Arm length R1 = RD + KR1 × a (2) inferred from the seat longitudinal distance
It becomes.

[1-3] The leg length L2 [cm] is estimated from the seat height B [cm].
The default value of the seat height is BD [cm] (20 cm in this embodiment),
The default value of the leg length is the LD (60 cm),
Assuming that the adjustment value from the default value BD is b (in the upward direction is +, the downward direction is-),
The seat height (actual use value) B is B = BD + b.

Here, when the conversion coefficient from the seat height to the leg length is KL2 (1 [cm / cm]),
The leg length L2 [cm] estimated from the seat height B is L = LD + KL2 × b (3)
[1-4] The head height T1 [cm] is estimated from the sheet height B [cm].

The default value of the seat height is the BD (20 cm),
The default value of the head height is TD [cm] (90 cm in this embodiment),
Assuming that the adjustment value from the default value BD is b (in the upward direction is +, the downward direction is-),
The seat height (actual use value) B is B = BD + b.

Here, when the conversion coefficient from the seat height to the head height is KT1 (1 [cm / cm] in the present embodiment),
The head height T1 estimated from the seat height B is T1 = TD + KT1 × b (4)
It becomes.

[1-5] The arm length R2 [cm] is estimated from the sheet angle C [°].
The default value of the sheet angle is CD [°] (90 ° in this embodiment),
The default value of the arm length is RD [cm] (in this embodiment, 40 cm),
If the adjustment value from the default value CD is c [°] (+ for the backward direction and-for the forward direction),
The sheet angle (actual use value) C is C = CD + c.

Here, when the conversion coefficient from the seat angle to the arm length is KR2 [cm / degree] (in this embodiment, 0.2 [cm / degree]),
The arm length R2 estimated from the seat angle C is
R2 = RD + KR2 × c (5)
It becomes.

[1-6] The head height T2 [cm] is estimated from the seat angle C [°].
The default value of the seat angle is the CD [°] (90 °),
The default value of the head height is the TD [cm] (90 cm),
If the adjustment value from the default value CD is c [°] (+ for the backward direction and-for the forward direction),
The sheet angle (actual use value) C is C = CD + c.

Here, when the conversion coefficient from the seat angle to the head height is KT2 [cm / degree] (0.3 [cm / degree] in the present embodiment),
The head height T2 estimated from the seat angle C is
T2 = TD + KT2 × c (6)
It becomes.

[1-7] The arm length R3 [cm] is estimated from the handle height D [cm].
The default value of the handle height is DD [cm] (60 cm in this embodiment),
The default value of the arm length is the RD (40 cm),
If the adjustment value from the default value CD is d [cm] (upward is +, downward is-),
The handle height (actual use value) D is D = DD + d.

Here, when the conversion coefficient from the handle height to the arm length is KR3 [cm / cm] (in this embodiment, 0.5 [cm / cm]),
The arm length R3 estimated from the handle height D is
R3 = RD + KR3 × d (7)
It becomes.

[1-8] The head height T3 [cm] is estimated from the room mirror left-right angle E [°].
The default value of the room mirror left-right angle E is ED [°] (0 ° in this embodiment (the angle at which the mirror surface does not tilt in the left-right direction)),
The default value of the head height is TD (90 cm),
If the adjustment value from the default value CD is e [°] (clockwise is +, counterclockwise is-),
The room mirror left-right angle (actual use value) E is E = ED + e.

Here, when the conversion coefficient from the left-right angle of the rearview mirror to the head height is KT3 [cm / degree] (0.1 [cm / degree] in the present embodiment),
The head height T3 estimated from the room mirror left-right angle E is
T3 = TD + KT3 × e (8)
It becomes.

[1-9] The head height T4 [cm] is estimated from the room mirror vertical angle F [°].
The default value of the room mirror vertical angle F is FD [°] (0 ° in this embodiment (the mirror surface is vertical)),
The default value of the head height is TD (90 cm),
If the adjustment value from the default value FD is f [°] (upward is +, downward is-),
The room mirror left-right angle (actual use value) F is F = FD + f.

Here, when the conversion coefficient from the room mirror vertical angle to the head height is KT4 [cm / degree] (in this embodiment, 0.5 [cm / degree]),
The head height T4 estimated from the room mirror vertical angle F is:
T4 = TD + KT4 × f (9)
It becomes.

[1-10] A head height T5 [cm] is estimated from the left side mirror left-right angle G [°].
The default value of the left side mirror left-right angle G is GD “°” (in this embodiment, 0 ° (mirror surface is vertical)),
The default value of the head height is TD (90 cm),
When the adjustment value from the default value GD is g [°] (from the default value GD, the counterclockwise direction in the plan view is +, and the clockwise direction is −).
The left side mirror left-right angle (actual use value) G is G = GD + g.

Here, when the conversion coefficient from the left side mirror left-right angle to the head height is KT5 [cm / degree] (0.1 [cm / degree] in this embodiment),
The head height T5 estimated from the left side mirror left-right angle G is
T5 = TD + KT5 × g (10)
It becomes.

[1-11] The head height T6 [cm] is estimated from the left side mirror vertical angle H [°].
The default value of the left side mirror vertical angle H is HD [°] (0 ° in this embodiment (the mirror surface is vertical)),
The default value of the head height is TD (90 cm),
When the adjustment value from the default value HD is h [°] (from the default value HD, the downward direction in the side view is +, and the upward direction is-),
The left side mirror vertical angle H is H = HD + h.

Here, when the conversion coefficient from the left side mirror vertical angle to the head height is KT6 [cm / degree] (in this embodiment, 0.5 [cm / degree]),
From the left side mirror vertical angle H, the head height T6 is
T6 = TD + KT6 × h (11)
It becomes.

[1-12] The head height T7 [cm] is estimated from the right side mirror left-right angle I [°].
The default value of the right side mirror left-right angle I is ID [°] (0 ° in this embodiment (the mirror surface is vertical)),
The default value of the head height is TD (90 cm),
If the adjustment value from the default value ID is i [°] (from the default value ID, the counterclockwise direction in plan view is +, and the clockwise direction is −),
The left side mirror left-right angle (actual use value) I is I = ID + i.

Here, when the conversion coefficient from the right side mirror left-right angle to the head height is KT7 [cm / degree] (in this embodiment, 0.2 [cm / degree]),
The head height T7 estimated from the right side mirror left-right angle I is
T7 = TD + KT7 × i (12)
It becomes.

[1-13] The head height T8 [cm] is estimated from the vertical angle J [°] of the right side mirror.
The default value of the right side mirror vertical angle J is JD [°] (0 ° in this embodiment (the mirror surface is vertical)),
The default value of the head height is TD (90 cm),
When the adjustment value from the default value HD is j [°] (from the default value JD, the downward direction in the side view is +, and the upward direction is −),
The right side mirror vertical angle J is J = JD + j.

Here, when the conversion factor from the vertical angle of the right side mirror to the head height is KT8 [cm / degree] (1 cm / degree in this embodiment),
From the right side mirror vertical angle J, the head height T6 is T6 = TD + KT8 × j (13)
It becomes.

  In this way, from the obtained actual use values (A to J above), as shown in FIG. 11, the leg length L1, the arm length R1, the leg length L2, and the head, which are driver body values, respectively. A height T1, an arm length R2, a head height T2, an arm length R3, and a head height T3 to T8 are estimated.

  In addition, the seat front-rear distance A, the seat height B, the seat angle C, the handle height D, the rear-view mirror left-right angle E, the rear-view mirror up-down angle F, the left-side mirror left-right angle G, and the left-side mirror up-down angle, which are actual use values Of H, right side mirror left-right angle I, and right side mirror up-down angle J, the actual use value that cannot be acquired is assumed to be no value, and the corresponding driver body shape value is not estimated.

  Thereafter, the process proceeds to step S4, where the leg length L1, the arm length R1, the leg length L2, the head height T1, the arm length R2, the head height T2, which are the driver body shape estimation results described above, The arm length R3 and the head heights T3 to T8 are transferred to the internal memory of the mobile phone 8 via the communication unit 6 in association with the type of each actual use value, or non-volatile via the connection port 2e. The data is transferred to the nonvolatile memory 7 and stored in the nonvolatile memory 7 or the cellular phone 8.

  The types and associations of the above actual usage values are performed as follows. The leg length L1 and arm length R1, which are the results of estimating the river body shape value, are associated with the seat longitudinal distance, the leg length L2 and the head height T1 are associated with the seat height, the arm length R2, and the head height. The length T2 is associated with the seat angle. The arm length R3 is related to the handle height. Further, the head heights T3, T4, T5, T6, T7, and T8 are the rear mirror left / right angle, rear mirror vertical angle, left side mirror left / right angle, left side mirror vertical angle, right side mirror left / right angle, and right side, respectively. Associated with the mirror vertical angle. When the actual usage value is calculated from each driver body shape value, the associated actual usage value is calculated.

  Thereafter, the process proceeds to step S5, and the transfer completion is displayed. In this case, the transfer completion is displayed by causing the display screen 4C of FIG. In this case, the transfer completion may be notified by the speaker 3.

  After this, the user carries an external memory (cell phone 8 or nonvolatile memory 7) storing the driver shape value estimation result, and transmits the driver shape value estimation result to the driver using device control apparatus 1 of the other vehicle. Will do.

When the driver body device value estimation result of the external memory is taken into the driver using device control apparatus 1 of the host vehicle, the set switch 5b is turned on.
In step S6, it is determined whether or not the set switch 5b is turned on. If the set switch 5b is turned on, the process proceeds to step S7, and the driver body value is obtained from the external memory (the mobile phone 8 or the nonvolatile memory 7). Acquire and display leg length L1, arm length R1, leg length L2, head height T1, arm length R2, head height T2, arm length R3, head height T3 to T8 As shown in FIG. 10B, the device 4 is caused to start displaying the processing status from the acquisition process in step S7 to the control process for the device using the driver in step S9.

  In the next step S8, the leg length L1, the arm length R1, the leg length L2, the head height T1, the arm length R2, the head height T2, the arm length R3, and the head height T3 described above. From ~ T8, the seat front-rear distance A, the seat height B, the seat angle C, the handle height D, the rear-view mirror left-right angle E, the rear-view mirror up-down angle F, and the left-side mirror left-right angle G, which are actual usage values associated with each other The left side mirror up / down angle H, the right side mirror left / right angle I, and the right side mirror up / down angle J are calculated (reversely converted).

  That is, the seat longitudinal distance A is calculated individually from the leg length L1 and the arm length R1, and the seat height B is calculated individually from the leg length L2 and the head height T1, respectively. The seat angle C is calculated individually from R2 and the head height T2. The handle height D is calculated from the arm length R3. From the head heights T3, T4, T5, T6, T7, and T8, the rear-view mirror left-right angle E, rear-view mirror up-down angle F, and left A side mirror left / right angle G, left side mirror up / down angle H, right side mirror left / right angle I, and right side mirror up / down angle J are calculated.

This calculation method is as follows (see FIG. 7).
[2-1] The seat longitudinal distance A is calculated from the estimated leg length L1.
From the above equation (1), A = AD + a
a can be obtained by a = inverse transform coefficient × (L1-LD),
Here, if the inverse transform coefficient is GL1 (GL1 = (1 / KL1) in the present embodiment),
A = AD + GL1 × (L1-LD) (2-1)
It becomes.

[2-2] The seat longitudinal distance A is calculated from the estimated arm length R1.
From the equation (2), A = AD + a
a can be obtained by a = inverse transform coefficient × (R1-RD),
If the inverse transform coefficient is GR1 (GR1 = 1 / KR1 in this embodiment),
A = AD + GR1 × (R1-RD) (2-2)
It becomes.

That is, the seat longitudinal distance A is obtained.
However, among the seat front-and-rear distance A determined by the equation (2-1) and the seat front-and-back distance A determined by the equation (2-2), the one closer to the safe usage mode of the driver using device (driver's seat 14) The actual usage value (in this case, the one with the smallest value) is adopted.

[2-3] The seat height B is calculated from the estimated leg length L2.
From the above equation (3), B = BD + b
b can be obtained by b = inverse transform coefficient × (L2−LD),
Here, if the inverse transform coefficient is GL2 (GL2 = 1 / KL2 in this embodiment),
B = BD + GL2 × (L2-LD) (2-3)
It becomes.

That is, the seat height B is calculated.
[2-4] The seat height B is calculated from the estimated head height T1.
From the above equation (4), B = BD + b
b can be obtained by b = inverse transformation coefficient × (T1-TD),
If the inverse transform coefficient is GT1 (GT1 = 1 / KT1 in this embodiment),
B = BD + GT1 × (T1-TD) (2-4)
It becomes.

That is, the seat height B is calculated.
However, of the seat height B calculated by the formula (2-3) and the seat height B calculated by the formula (2-4), the one closer to the safe usage mode of the driver using device (driver's seat 14) The actual usage value (in this case, the one with the largest value) is adopted.

[2-5] The seat angle C is calculated from the estimated arm length R2.
From the equation (5), C = CD + c
c can be obtained by c = inverse transform coefficient × (R2−RD),
If the inverse transform coefficient is GR2 (GR2 = 1 / KR2 in this embodiment),
C = CD + GR2 × (R2-RD) (2-5)
It becomes.

That is, the seat angle C is calculated from the estimated arm length R2.
[2-6] The seat angle C is calculated from the estimated head height T2.
From the equation (6), C = CD + c
c can be obtained by c = inverse transformation coefficient × (T2−TD),
If the inverse transform coefficient is GT2 (GT2 = 1 / KT2 in this embodiment),
C = CD + GT2 × (T2-TD) (2-6)
It becomes.

That is, the seat angle C is calculated from the estimated head height T2.
However, among the C obtained by the expression (2-5) and the C obtained by the expression (2-6), the actual use value closer to the safe use form of the driver using device (driver's seat 14) (in this case) The one with the smallest value).

[2-7] The handle height D is calculated from the estimated arm length R3.
From the equation (7), D = DD + d
d can be obtained by d = inverse transform coefficient × (R3−RD),
If the inverse transform coefficient is GR3 (GR3 = 1 / KR3 in this embodiment),
D = DD + GR3 × (R3-RD) (2-7)
It becomes.

That is, the handle height D is calculated from the estimated arm length R3.
[2-8] The rear-view mirror left-right angle E is calculated from the estimated head height T3.
From Eq. (8) E = ED + e
e can be obtained by e = inverse transformation coefficient × (T3−TD),
If the inverse transform coefficient is GT3 (GT3 = 1 / KT2 in this embodiment),
E = ED + GT3 × (T3-TD) (2-8)
It becomes.

That is, the rear-view mirror left-right angle E is calculated from the estimated head height T3.
[2-9] The room mirror vertical angle F is calculated from the estimated head height T4.
From the equation (9), F = FD + f
f can be obtained by f = inverse transformation coefficient × (T4−TD),
If the inverse transform coefficient is GT4 (GT4 = 1 / KT4 in this embodiment),
F = FD + GT4 × (T4-TD) (2-9)
It becomes.

That is, the rear mirror vertical angle F is calculated from the estimated head height T4.
[2-10] The left side mirror left-right angle G is calculated from the head height T5.
From the above equation (10), G = GD + g
g can be obtained by g = inverse transformation coefficient × (T5−TD),
If the inverse transform coefficient is GT5 (GT5 = 1 / KT5 in this embodiment),
G = GD + GT5 × (T5-TD) (2-10)
It becomes.

That is, the left side mirror left-right angle G is calculated from the estimated head height T5.
[2-11] The left side mirror vertical angle H is calculated from the estimated head height T6.
From the equation (11), H = HD + h
h can be obtained by h = inverse transformation coefficient × (T6-TD),
If the inverse transform coefficient is GT6 (GT6 = 1 / KT6 in this embodiment),
H = HD + GT6 × (T6-TD) (2-11)
That is, the left side mirror vertical angle H is calculated from the estimated head height T6.

[2-12] The right side mirror left-right angle I is calculated from the estimated head height T7.
From the equation (12), I = ID + i
i can be obtained by i = inverse transformation coefficient × (T7−TD),
If the inverse transform coefficient is GT7 (GT7 = 1 / KT7 in this embodiment),
I = ID + GT7 × (T7−TD) (2-12)
It becomes.

That is, the right side mirror left-right angle I is calculated from the estimated head height T7.
[2-13] The right side mirror vertical angle J is calculated from the estimated head height T8.
From the equation (13), J = JD + j
j can be obtained by i = inverse transformation coefficient × (T8−TD),
If the inverse transform coefficient is GT8 (GT8 = 1 / KT8 in this embodiment),
J = JD + GT8 × (T8−TD) (2-13)
It becomes.

That is, the right side mirror vertical angle J is calculated from the estimated head height T8.
In this way, the actual front and rear distance A, the seat height B, the seat angle C, the handle height D, the rear mirror left and right angle E, the rear mirror vertical angle F, the left side mirror left and right angle G, and the left side mirror The vertical angle H, the right side mirror left / right angle I, and the right side mirror vertical angle J are calculated.

  It should be noted that the driver body shape values are leg length L1, arm length R1, leg length L2, head height T1, arm length R2, head height T2, arm length R3, head height T3. As for the driver body value not included in the read data in T8, there is no actual use value corresponding to the driver body value (the driver device is not controlled and is left as it is).

  Thereafter, in step S9, the above-described seat front-rear distance A, seat height B, seat angle C, handle height D, room mirror left-right angle E, room mirror up-down angle F, left side mirror left-right angle G, left side mirror Control commands are output to the seat control unit 10, the handle height control unit 11, the room mirror control unit 12, and the side mirror control unit 13 so that the vertical angle H, the right side mirror horizontal angle I, and the right side mirror vertical angle J are obtained. The front and rear distance, height and angle of the seat 14, the height of the handle 16, the left and right angle of the rearview mirror 17, the vertical angle, the left and right angle of the left side mirror 18, the vertical angle, the right and left angle of the right side mirror 19, and the vertical angle To control.

  In the next step S10, when it is determined that there is a control completion notification from the above-described seat control unit 10, handle height control unit 11, room mirror control unit 12, and side mirror control unit 13, in step S11, Display completion of control on the display 4 (see display screen 4E in FIG. 10C).

  According to the present embodiment described above, the function as the actual use value acquisition means in the control unit 2 is the actual use value of the driver using device, the seat front-rear distance A, the seat height B, the seat angle C, and the handle height D. , The rear mirror left / right angle E, the rear mirror vertical angle F, the left side mirror left / right angle G, the left side mirror vertical angle H, the right side mirror left / right angle I, and the right side mirror vertical angle J are obtained, and the driver in the control unit 2 Based on the actual usage value of the driver-using device and the converted data, the body length estimation means estimates the leg length, arm length, and head height, which are driver body values, and the control unit 2 The data is transferred to the non-volatile memory 7 and the mobile phone 8 that can carry the driver body value by the function as the data transfer means in FIG. As a result, the driver body value as an absolute value unique to the driver can be stored as data in the nonvolatile memory 7 or the mobile phone 8 which is an external storage means.

  Further, according to the present embodiment, since the data taken out from the own vehicle is the individual body shape value of the driver, when the own body shape value data is used in another vehicle, the other vehicle controls the driver using device. If the apparatus 1 is provided, the driver shape value is acquired from the portable external storage means by the data acquisition means in the other vehicle, and the acquired driver shape value and the converted data storage means are obtained by the actual use value calculation means. Since the actual use value is calculated based on the converted data, the actual use value suitable for the driver itself and the driver using device of the vehicle can be calculated from the body shape value of each driver. Accordingly, by controlling the driver-use device so that the actual use value is obtained by the device control means, the driver-use device can be matched to the driver body shape, and thus the driver between the own vehicle and other types of vehicles can be easily obtained. The usage environment can be made almost the same. In this case, since the same control is executed even when the external storage means is brought in from another user (other driver), the driver device can be adjusted to the body shape of the other driver. As described above, it is possible to easily make the use environment of the driver substantially the same between the own vehicle and the other types of vehicles.

  As the conversion data included in the driver using device control apparatus 1, conversion data that can be inversely converted with respect to the driver body value estimated from the actual use value is sufficient. Unlike the amount of data in the conversion table, the amount of data can be extremely small, and data creation is easy.

  In addition, according to the present embodiment, when the take-in switch 5a is operated, it is possible to automatically acquire the actual use value of the current dry use device, estimate the driver body value, and transfer the data to the external storage means. In addition, if the set switch 5b is operated, the driver body shape value can be automatically acquired, the actual use value suitable for the host vehicle can be calculated, and the driver use device can be controlled.

  In the present embodiment, the driver body value estimation means in the control unit 2 can estimate a plurality of types of driver body values based on the converted data from the acquired actual use values. Data transfer means transfers each driver body value estimated from each type of actual usage value in association with the type of each actual usage value, and the actual usage value calculation means in the control unit 2 acquires the driver Based on the body shape value and the conversion data, when the actual usage value of the type associated with each driver body value is calculated from each driver body value, and one actual usage value of the same type is calculated (in this case) , Handle height D, rear mirror left / right angle E, rear mirror vertical angle F, left side mirror left / right angle G, left side mirror vertical angle H, right side mirror left / right angle I, right side mirror When the mirror vertical angle J corresponds to the actual use value), when the actual use value is selected and a plurality of the same type of actual use values are calculated (in this case, the seat longitudinal distance A, the seat height B, the seat For the angle C (which corresponds to the actual usage value), the actual usage value closer to the safe usage pattern of the driver-use device that is the target of the actual usage value is selected from the plurality of actual usage values. .

  According to this embodiment, since the actual usage value of the type associated with each driver body value is calculated, one or a plurality of actual usage values of the same type are calculated. When a plurality of actual usage values of the same type are calculated, an actual usage value closer to the safe usage pattern of the driver-use device targeted by the actual usage value is selected from the plurality of actual usage values. In any case, it is possible to set a driving environment in which safe driving is possible, that is, a usage state of driving equipment, from a plurality of actual usage values suitable for the user's body shape.

  Further, in the present embodiment, the actual usage value calculated in the same type includes a seat front-rear distance, and when the actual usage value calculation means in the control unit 2 calculates a plurality of the seat front-rear distances, As the actual use value closer to the safe use form of the driver's seat 14 that is the driver use device targeted by the plurality of actual use values, the minimum seat front-rear distance among the plurality of seat front-rear distances is selected. did.

  According to this embodiment, a plurality of seat front-rear distances are calculated, and among the plurality of seat front-rear distances, the actual one that is closer to the safe usage mode of the driver's seat 14 that is the driver-use device targeted by the actual usage value. Since the minimum seat front-rear distance is selected as the usage value, it is possible to set a driving environment in which safer driving is possible, that is, a seat front-rear distance, from among a plurality of seat front-rear distances suitable for the user's body shape. That is, when a plurality of seat front-rear distances are calculated, the safer usage is that the driver seat is closer to the accelerator (the seat front-rear distance is minimum).

  In addition, according to the present embodiment, the actual use value calculated in the same type includes a seat height, and when the plurality of the seat heights are calculated, the plurality of actual use values are targeted. The seat height that is the maximum of the seat heights is selected as the actual usage value that is closer to the safe usage pattern of the driver seat 14 that is the device used.

  According to this embodiment, a plurality of seat heights are calculated, and among the plurality of seat heights, the actual one that is closer to the safe usage mode of the driver seat 14 that is the driver using device targeted by the actual usage value. Since the maximum seat height is selected as the usage value, it is possible to set the driving environment, that is, the seat height, in which safe driving is possible, from among a plurality of seat heights that match the user's body shape. That is, when a plurality of seat heights are calculated, the safer usage is that the higher seat height (maximum seat height) is safe from the viewpoint of securing the driving field of view.

  Further, in the present embodiment, the actual use value calculated by the same type includes a seat back angle, and when a plurality of the seat angles are calculated, the driver use device targeted by the plurality of actual use values. As the actual usage value of the driver seat 14 that is closer to the safe usage pattern, the smallest seat angle among the plurality of seat angles is selected.

  According to this embodiment, a plurality of seat angles are calculated, and among the plurality of seat angles, the actual use value closer to the safe use form of the driver's seat 14 that is the driver use device targeted by the actual use value. Since the minimum seat angle is selected, it is possible to set the driving environment that allows safer driving, that is, the seat angle, from a plurality of seat angles that match the user's body shape. In other words, when multiple seat angles are calculated, the safer form of use is that the seat is closer to the standing position (the seat angle is the minimum) than the sleeping position from the standpoint of ease of holding the steering wheel and securing the driving field of view. It is.

  In the present embodiment, the driver body shape value for calculating the seat front-rear distance is the leg length and the arm length. According to this, since the seat front-rear distance is calculated from the driver body shape values such as the leg length and the arm length, it is possible to calculate optimum values for the steering operation and the accelerator operation as the seat front-rear distance.

  In the present embodiment, the driver body shape values for calculating the seat height are the leg length and the head height. According to this, since the seat height is calculated from the driver body shape values such as the leg length and the head height, it is possible to calculate a value that is optimal for the accelerator operation and that ensures a good driving field of view as the seat height. Is possible.

  In the present embodiment, the driver body shape value for calculating the seat angle is the leg length and the arm length. According to this, since the seat angle is calculated from the driver body shape values such as the leg length and the arm length, it is possible to calculate optimum values for the steering operation and the accelerator operation as the seat angle.

  In the present embodiment, as the actual use value calculated for only one of the same type, the angle of the rearview mirror and the side mirror (room mirror left / right angle E, room mirror vertical angle F, left side mirror left / right angle G, left There are a side mirror vertical angle H, a right side mirror horizontal angle I, and a right side mirror vertical angle J), and the driver body shape value for calculating the angles of the room mirror and the side mirror is the head height. According to this, the angles of the rearview mirror and the side mirror can be optimally calculated from a small driver body shape value data such as only the head height.

  Further, according to the above-described embodiment, when the actual use value is calculated from the driver body shape value, the actual use value is divided into a reference [default value] and an adjustment allowance [adjustment value]. Thus, it is only necessary to control the driver using device by the amount of adjustment, and the control becomes simple. In this case, the standard [default value] is not provided, and each actual use value may be a single value. Further, the driver body value estimation method and the driver body value calculation method are not limited to the above embodiment.

  In the drawings, reference numeral 1 denotes a driver using device control apparatus, 2 denotes a control unit (actual use value acquisition means, driver body value estimation means, data transfer means, data acquisition means, actual use value calculation means, device control means), and 7 denotes a nonvolatile memory. Sex memory (external storage means), 8 is a mobile phone (external storage means), 14 is a driver's seat, 16 is a handle, 17 is a rearview mirror, 18 is a left side mirror, and 19 is a right side mirror.

Claims (9)

An actual usage value acquisition means for acquiring the actual usage value of the device using the driver;
Conversion data storage means for storing conversion data that can be inversely converted with respect to the actual use value of the driver using device and the driver body value estimated from the actual use value;
Driver body value estimation means for estimating a driver body value based on the conversion data from the actual usage value of the driver using device acquired by the actual usage value acquisition means;
Data transfer means capable of transferring data to a portable external storage means and transferring and storing the driver body value estimated by the driver body value calculation means to the external storage means;
Data acquisition means capable of acquiring driver body shape data from portable external storage means;
Actual use value calculation means for calculating an actual use value based on the driver body value acquired by the data acquisition means and the conversion data of the conversion data storage means;
Device control means for controlling the driver using device so as to be the actual use value calculated by the actual use value calculation means;
An actual use value acquisition command input means operated by a user to input an actual use value acquisition command;
A driver use device set command input means that is operated by a user to input the driver use device control command;
When the actual use value acquisition input unit is operated, the actual use value acquisition unit acquires the actual use value of the driver use device, and the driver body value estimation unit determines the actual use value of the driver use device and the Based on the converted data, the driver body shape value is estimated, and the data transfer means transfers the driver body value to an external storage means that can be carried,
When the driver use device set command input means is operated, the data acquisition means acquires a driver body value from a portable external storage means, and the actual use value calculation means calculates the acquired driver body value and the An apparatus for controlling a device using a driver , characterized in that an actual use value is calculated based on the conversion data stored in the conversion data storage means, and the driver use device is controlled by the device control means so as to be the actual use value . The driver body value estimation means can estimate a plurality of types of driver body values based on the conversion data from the actual usage value of the driver using device acquired by the actual usage value acquisition means,
The data transfer means transfers each driver body value estimated from the actual usage value of each type in association with the type of each actual usage value,
The actual use value calculating means calculates the actual use value of the type associated with each driver body value from each driver body value based on the acquired driver body value and the conversion data stored in the conversion data storage means, When one actual usage value of the same type is calculated, the actual usage value is selected. When multiple actual usage values of the same type are calculated, the actual usage value is the target among the plurality of actual usage values. 2. The driver-use device control apparatus according to claim 1, wherein an actual use value closer to a safe use mode of the driver-use device is selected . In the actual usage value calculation means, the actual usage values calculated in a plurality of the same type include the front-rear distance of the driver seat from the accelerator pedal, and the actual usage value calculation means determines the front-rear distance of the driver seat. When a plurality of calculated values are used, the actual use value closer to the safe use form of the driver seat that is the driver using device for which the plurality of actual use values is targeted is the minimum of the front and rear distances of the plurality of driver seats. The driver-use equipment control device according to claim 2, wherein a front-rear distance of the driver's seat is selected . In the actual use value calculation means, the actual use values calculated in the same type include a height from the driver's seat floor to the seat seat surface, and the actual use value calculation means includes a height to the seat seat surface. Are calculated, the actual use value closer to the safe use form of the driver's seat that is the target driver use device of the plurality of actual use values is the height of the plurality of seat seats. 4. The driver-use device control device according to claim 2, wherein a height up to a seat seat surface that is the maximum is selected . In the actual use value calculation means, the actual use values calculated in the same type include a seat back angle, and the actual use value calculation means, when the seat back angle is calculated, The seat back angle that is the smallest among the plurality of seat back angles is selected as the actual use value closer to the safe use form of the driver seat that is the driver use device whose use value is the target. Item 5. The driver using device control device according to any one of Items 2 to 4 . 4. The driver using device control device according to claim 3, wherein the driver body shape value for calculating the front-rear distance of the driver seat is a leg length and an arm length . The driver-use device control device according to claim 4, wherein the driver body shape value for calculating the height to the seat seat surface is a leg length and a head height . 6. The driver using device control apparatus according to claim 5, wherein the driver body shape value for calculating the seat back angle is a leg length and an arm length . The actual use value calculated for only one of the same type includes the angle of the rearview mirror and side mirror, and the driver body shape value for calculating the angle of this rearview mirror and side mirror is the head height. The driver-use device control device according to any one of claims 2 to 8, wherein

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