JP6658187B2 - Evacuation operation control method and control device for vehicle seat - Google Patents

Description

  The present invention relates to a vehicle seat retreat operation control method and a control device that detect a get-off timing and automatically control a front row seat to be a retreat seat position.

  Conventionally, when it is determined that an occupant sitting on the seat cushion gets off, the seat back is retracted by a predetermined amount, and when the front of the seat back overlaps the center pillar, the reclining device is operated to activate the seat back. To the seat cushion. As a result, there is known a vehicle seat in which the front of the seat back, that is, the occupant's upper body moves relatively forward with respect to the center pillar and is located in front of the center pillar, and can be dismounted from the center pillar. (For example, see Patent Document 1).

JP 2007-185988 A

  However, in the conventional vehicle seat, when performing the evacuation operation control of the vehicle seat, the seat back of the vehicle seat is slid to the rear side of the vehicle by a predetermined amount. Then, when the seat back overlaps the center pillar after the slide movement, the seat back is caused, and the seat back position after the cause is set as the retreat seat position. That is, since it is necessary to perform two operations of the sliding operation and the reclining operation as the operation from the driving posture seat position to the evacuation seat position, there is a problem that it takes time to operate to the evacuation seat position.

  The present invention has been made in view of the above-described problem, and when detecting the getting-off timing, retreating a vehicle seat that reduces the time required to move the front row seat to a retreat seat position for improving the getting-off property. It is an object to provide an operation control method and a control device.

In order to achieve the above object, the evacuation operation control method of the present invention detects the disembarkation timing and automatically slides the front row seat in the vehicle longitudinal direction.
In this evacuation operation control method, when the getting-off timing is detected, the reclining rotation center portion of the front row seat viewed from the side of the vehicle overlaps with the pillar bisector from the driving posture seat position when the getting-off timing is detected. Is controlled so as to slide to the evacuation seat position on the front side of the vehicle including the vehicle.
Here, the “pillar bisector” is a line bisected between straight portions excluding the respective curvature portions of the front and rear ends of the center pillar arranged on the door side of the front row seat. Say.

Therefore, when the exit timing is detected, the reclining rotation center of the front row seat is controlled to slide from the driving posture seat position to the evacuation seat position on the front side of the vehicle including the position overlapping with the pillar bisector. .
That is, the operation from the driving posture seat position to the retracted seat position is performed by one sliding operation. Therefore, when the getting-off timing is detected, it does not take much time to operate the front row seat from the driving posture seat position to the retreat seat position.
When the retreat seat position is set to a position where the reclining rotation center of the front row seat overlaps the pillar bisector, the seat back and the center pillar overlap when viewed from the side of the vehicle. Therefore, when the occupant gets off the vehicle, the possibility of contact between the occupant's shoulder and the center pillar is reduced, and the passage of the shoulder is ensured.
As a result, when the getting-off timing is detected, it is possible to reduce the time required to move the front-row seat to the evacuation seat position for improving the getting-off property.

1 is an overall system diagram showing a passenger car equipped with a driver seat to which an evacuation operation control method and a control device according to a first embodiment are applied, and a control system. 1 is a perspective view illustrating a driver seat to which a retreat operation control method and a control device according to a first embodiment are applied. FIG. 2 is a side view illustrating a driver seat to which the evacuation operation control method and the control device according to the first embodiment are applied. 4 is a flowchart illustrating a control flow of a driver's seat evacuation operation control process executed by the controller according to the first embodiment. FIG. 4 is a driver seat diagram illustrating the reason why the reclining rotation center used in the evacuation operation control in the first embodiment is set as the seat-side reference position. FIG. 5 is a center pillar diagram for explaining the reason why a pillar bisector used in the evacuation operation control in the first embodiment is set as a vehicle body-side reference line. 6 is a time chart showing each movement of slide, lifter and recline on a memory sheet. 6 is a time chart showing each movement method of a linear system operation control (slide lifter) and an angle system operation control (reclining cushion tilt) in the retreat operation control method of the first embodiment. FIG. 4 is a side view illustrating an example when a driver seat is set to a driving posture seat position in the evacuation operation control method according to the first embodiment. FIG. 4 is a side view illustrating an example when a driver seat is set to an evacuation seat position in the evacuation operation control method according to the first embodiment.

  Hereinafter, a best mode for realizing a vehicle seat retreat operation control method and control device of the present invention will be described based on a first embodiment shown in the drawings.

First, the configuration will be described.
The vehicle seat retreat operation control method and control device according to the first embodiment are applied to a driver's seat, which is a front row seat of a passenger car. Hereinafter, the configuration of the vehicle seat evacuation operation control method and the control device of the first embodiment will be described separately for the “whole system configuration” and the “evacuation operation control processing configuration”.

[Overall system configuration]
FIG. 1 illustrates a passenger car equipped with a driver seat to which the evacuation operation control method and control device of the first embodiment are applied, and an evacuation operation control system. 2 and 3 show a driver's seat to which the evacuation operation control method and the control device according to the first embodiment are applied. Hereinafter, the overall system configuration will be described with reference to FIGS.

  As shown in FIG. 1, the passenger car A includes a driver seat 1 (an example of a front row seat), a passenger seat 2, and a rear seat 3. As shown in FIG. 2, the driver seat 1 is a reclining seat in which the seat back 12 is tilted with respect to the seat cushion 11. Applied to

  As shown in FIG. 1, the evacuation operation control system for the driver's seat 1 is built in the seat cushion 11 and detects the getting-off timing to automatically slide the driver's seat 1 in the front-rear direction of the vehicle. A controller 4 (evacuation operation controller) is provided.

  The controller 4 includes a seat slide switch 41, a seat lift switch 42, a seat reclining switch 43, and a seat cushion tilt switch 44 as switches for acquiring operation input information from a driver. The switches 41, 42, 43, and 44 are provided on the driver's seat 1 as shown in FIG. 2, and the driver manually adjusts the seat position and the seat angle according to the physique and preference. Is used to appropriately determine the driving posture (driving position).

The seat slide switch 41 is a manual switch that adjusts a seat slide position S (a position indicated by an arrow in FIG. 2) of the driver seat 1 in the vehicle front-rear direction. The seat lift switch 42 is a manual switch that adjusts a seat lift position H (a position indicated by an arrow in FIG. 2) of the driver seat 1 in the vehicle vertical direction. The seat reclining switch 43 is a manual switch for adjusting the reclining angle θ of the seat back 12 (the angle in the direction of the arrow in FIG. 2). The seat cushion tilt switch 44 is a manual switch that adjusts the tilt angle α of the seat cushion 11 (the angle in the direction of the arrow in FIG. 2).
The “reclining angle θ” refers to the angle of inclination of the seat back 12 from a vertical line passing through the reclining rotation center point CP (FIG. 5). The “tilt angle α” refers to the angle of inclination of the seat cushion 11 from a horizontal line passing through the reclining rotation center point CP (FIG. 5).

  The controller 4 includes a parking brake switch 45, a door switch 46, and a power switch 47 as switches for acquiring the exit timing detection information in the evacuation operation control.

  The parking brake switch 45 outputs an ON signal when the driver performs a parking brake operation. The door switch 46 outputs an off signal when an operation of opening the closed driver's seat door 4 is performed. The power switch 47 is a switch for turning on / off an accessory power supply which is a power supply of the vehicle-mounted electric components by performing a key operation.

  The controller 4 includes a seat slide position sensor 48 and a seat lift position sensor 49 as sensors for acquiring input information of linear system operation control in the evacuation operation control.

  The seat slide position sensor 48 detects a seat slide position S of the driver seat 1 in the vehicle front-rear direction, and outputs a sensor signal corresponding to the seat slide position S. The seat lift position sensor 49 detects a seat lift position H of the driver's seat 1 in the vehicle vertical direction, and outputs a sensor signal corresponding to the seat lift position H.

  The controller 4 includes a seat reclining angle sensor 50 and a seat cushion tilt angle sensor 51 as sensors for acquiring input information of the angle-based operation control in the evacuation operation control.

  The seat reclining angle sensor 50 detects the reclining angle θ of the seat back 12 of the driver's seat 1 and outputs a sensor signal corresponding to the reclining angle θ. The seat cushion tilt angle sensor 51 detects a tilt angle α of the seat cushion 11 of the driver's seat 1 and outputs a sensor signal corresponding to the tilt angle α.

  The controller 4 includes a seat slide motor 52, a seat lift motor 53, a seat reclining motor 54, and a seat cushion tilt motor 55 as actuators that output a retreat operation control command.

  The seat slide motor 52 is attached to the seat cushion frame, and slides the driver's seat 1 in the vehicle front-rear direction by changing the motor rotation direction. The seat lift motor 53 is attached to the seat cushion frame, and lifts the driver's seat 1 in the vertical direction of the vehicle by changing the rotation direction of the motor. The seat reclining motor 54 is built in the seat back frame, and tilts the seat back 12 in the vehicle front-rear direction with the reclining rotation center point CP as a fulcrum by changing the motor rotation direction. The seat cushion tilt motor 55 is built in the seat cushion frame, and inclines the seat cushion 11 in the vehicle vertical direction with the reclining rotation center point CP as a fulcrum by changing the motor rotation direction.

  As shown in FIGS. 2 and 3, the driver's seat 1 includes a seat cushion 11, a seat back 12, a headrest 13, a seat leg 14, an electric seat slider 15, and a reclining rotation center point CP. Prepare.

  The seat cushion 11 is a seat surface portion that supports the lower body of the driver D. The seat back 12 is a seat back portion that supports the back of the driver D, and has lumbar support portions 12a, 12a that protrude toward the front of the vehicle and enclose the back side portions at both side positions. The headrest 13 supports the back of the driver D's head.

The seat leg 14 is provided from the lower side surface to the lower front surface of the seat cushion 11, and covers a seat hinge coupling mechanism that adjustably couples a reclining angle θ and a tilt angle α between the seat cushion 11 and the seat back 12. A seat slide switch 41, a seat lift switch 42, a seat reclining switch 43, and a seat cushion tilt switch 44 are provided at side positions of the seat leg 14.
When the seat leg 14 is viewed from the side, a reclining rotation center point CP by the seat hinge coupling mechanism exists at the position of the rear end of the vehicle.

  The electric seat slider 15 is provided at a lower surface position of the seat cushion 11, supports the seat cushion 11, and enables the driver's seat 1 to slide in the vehicle front-rear direction by rotation of a seat slide motor 52.

  The reclining rotation center point CP refers to a rotation center point viewed from the side of the vehicle when the seat back 12 is tilted with respect to the seat cushion 11 of the driver's seat 1. The reclining rotation center point CP is a point at which the relative position with respect to the vehicle body does not change regardless of the reclining angle θ of the seat back 12 and the tilt angle α of the seat cushion 11.

  As shown in FIG. 3, a pedal 30 (accelerator pedal, brake pedal, etc.), an instrument panel 31, a steering column 32, and a steering wheel 33 are arranged at the front position of the driver's seat 1 in the vehicle. You. The position of the pedal 30 operated by the driver D during driving and the position of the steering wheel 33 held by the driver D during driving are factors that determine the driving position of the driver's seat 1.

  As shown in FIG. 3, a floor panel 34 is disposed at a position below the driver seat 1 in the vehicle. To this floor panel 34, leg members constituting the electric seat slider 15 provided at the lower surface position of the seat cushion 11 are fixed.

  As shown in FIG. 3, a ceiling panel 35, a center pillar 36, and a driver's door opening 37 are arranged at a position on the side of the vehicle closer to the driver's seat 1. The center pillar 36 is inclinedly connected between the floor panel 34 and the ceiling panel 35 such that the upper part of the pillar is located rearward of the vehicle than the lower part of the pillar. The boarding / dismounting ability of the driver D when getting on or off the vehicle is determined by the relative positional relationship between the driver's door opening 37, the driver's seat 1 and the center pillar 36 when viewed from the side of the vehicle. Here, the “center pillar 36” includes both the case of the skeleton forming the vehicle body and the case of the trim as the interior component.

[Evacuation operation control processing configuration]
FIG. 4 illustrates a control flow of the evacuation operation of the driver seat 1 performed by the controller 4 according to the first embodiment. Hereinafter, each step of FIG. 4 representing the retreat operation control processing configuration of the driver's seat 1 will be described.

  In step S1, when the evacuation operation control starts, it is determined whether a key carried by the driver is in the room. If YES (the key is indoor), the process proceeds to step S2, and if NO (the key is outdoor), the determination in step S1 is repeated.

  When the key carried by the driver is a mechanical key called an "ignition key", when the insertion into the key cylinder is detected, it is determined that the key is in the room. When the key carried by the driver is a key called an "intelligent key", when a radio wave transmitted from the key is received by the tuner on the vehicle side, the key is determined to be in the room. This step S1 is a step of indirectly detecting whether or not the driver is present in the vehicle interior due to the presence of a key in the vehicle interior. Therefore, a determination step using a pressure sensor or the like that detects that the driver is sitting on the driver's seat 1 may be performed.

  In step S2, following the determination that the key in step S1 is indoors, it is determined whether the power supply position is OFF and the parking brake is ON. If YES (ACC OFF AND PKB ON), the process proceeds to step S3, and if NO (ACC ON OR PKB OFF), the process returns to step S1.

  Here, the ON / OFF information of the power position is obtained by a switch signal from the power switch 47 for turning on / off the accessory power. Information on ON / OFF of the parking brake is obtained by a switch signal from the parking brake switch 45.

  In step S3, following the determination that the power supply position is OFF and the parking brake is ON in step S2, it is determined whether the door switch 22 of the driver's seat door arranged at the side of the driver's seat 1 is ON. Judge. If YES (door switch ON), the process proceeds to step S4, and if NO (door switch OFF), the process returns to step S1.

  Here, when the driver opens the driver's seat door with the intention of getting off, the door switch 46 of the driver's seat door changes from OFF to ON. That is, when all the conditions of step S1, step S2, and step S3 are satisfied, the driver's exit timing is detected.

  In step S4, following the determination in step S3 that the door switch is ON, or the determination in step S15 that there is something remaining that is not the set position and the set angle, the driver's seat when the exit timing is detected. It is determined whether or not the first seat slide position S (= driving posture seat position So) is a preset evacuation seat position St. If YES (operating posture seat position So = evacuated seat position St), the process proceeds to step S6, and if NO (operating posture seat position So ≠ evacuated seat position St), the process proceeds to step S5.

Here, "the driving posture seat position So of the driver's seat 1" refers to the position in the vehicle front-rear direction of the driver's seat 1 at the driving position (driving posture position) at the disembarkation timing. The “retreat seat position St” refers to the vehicle front-rear position of the driver seat 1 where the reclining rotation center portion C of the driver seat 1 viewed from the side of the vehicle overlaps the bisector P of the pillar.
The “reclining rotation center C” includes the reclining rotation center point CP, the boundary point C1 between the seat back 12 and the seat cushion 11 is defined as a vehicle front limit point, and the seat leg rear end point C2 is defined as a vehicle rear limit point. (FIG. 5).
The “pillar bisector P” is bisected between the straight portions 36FM and 36RM excluding the respective curvature portions 36FU, 36FL, 36RU and 36RL of the pillar front end 36F and the pillar rear end 36R of the center pillar 36. Refers to the line (FIG. 6).

In step S5, following the determination in step S4 that the driving posture seat position So ≠ the evacuation seat position St, the driver's seat 1 is slid from the driving posture seat position So to the preset evacuation seat position St. The operation starts, and proceeds to step S6.
Here, the sliding movement of the driver seat 1 is based on the seat slide position information of the driver seat 1 acquired from the seat slide position sensor 48, and the retracted seat position St is set as the target seat slide position to rotationally drive the seat slide motor 52. To do this.

  In step S6, following the determination in step S4 that the driving posture seat position So = retreat seat position St or the start of the sliding movement in step S5, the seat lift position H, the tilt angle α, and the reclining angle θ. Are determined to be the set position Ht, the set angle αt, and the set angle θt. If YES (all of H, α, and θ are set positions and angles), the process proceeds to step S14; if NO (H, α, and θ are not set positions and angles), the process proceeds to step S7.

Here, the set position Ht of the seat lift position H is a design value determined by a seating position where a driver having a standard physique can easily operate a pedal.
The set angle αt of the tilt angle α is a design value determined from the viewpoint of improving the dismountability, securing the passage property, and reducing abdominal compression in a general sitting posture. For example, the angle is obtained by inclining the seat cushion 11 obliquely upward by about 8 to 15 degrees from the horizontal line.
The set angle θt of the reclining angle θ is a design value determined as an angle that provides an ergonomically comfortable posture in a general sitting posture. For example, the inclination angle is equal to or larger than the inclination angle of the center pillar 36 and is an angle at which the seat back 12 is inclined backward by about 21 to 25 degrees from the vertical line. When the reclining angle θ is greater than the set angle θt at the driving posture seat position So, the reclining angle θ is determined to be the set angle θt and is not moved because there is no improvement in the getting on / off operation by tilting.

  In step S7, following the determination in step S6 that there is a non-set position / angle among H, α, and θ, the position / angle other than the set position / angle is operated based on the sequence control rule of the evacuation operation. A start time is set, and the process proceeds to steps S8, S10, and S12.

  Here, the "sequence control rule of the retreat operation" means that the linear system operation control (slide, lifter) is performed first, the angle system operation control (reclining, cushion tilt) is performed later, and the linear system operation and the angle system operation are performed. Is a control law that wraps a part of the operation time. Then, the operation end timing of the linear operation control (slide, lifter) is adjusted. Further, of all the evacuation operations, the operation end timing of the reclining operation as the angle-based operation control is made last.

  The "setting of the operation start time" means that when the driver's seat 1 is slid to the preset evacuation seat position St, the required slide operation time ΔS from the slide operation start time to the slide end time to reach the evacuation seat position St. (FIG. 8). Here, the slide operation start time is the getting-off timing detection time (time t1 in FIG. 8).

The lift operation start time TH when the seat lift position H is not at the set position Ht is obtained by calculating a required lift operation time ΔH from the start of the lift to the end of the lift (FIG. 8) from the required lift amount and the lift speed.
TH = ΔS−ΔH
Determined by the formula

The tilt operation start time Tα when the tilt angle α is not the set angle αt is calculated by calculating the required tilt operation time Δα from the start of tilt to the end of tilt (FIG. 8) from the required tilt amount and the tilt speed.
Tα = ΔS−Δα + β (where 0 ≦ β <Δα)
Determined by the formula

The reclining operation start time Tθ when the reclining angle θ is not the set angle θt is calculated from the required reclining amount and the reclining speed by calculating the required reclining operation time Δθ from the reclining start to the reclining end (FIG. 8).
Tθ = ΔS−Δθ + γ (where 0 <γ <Δθ and Tθ + ΔS> Tα + ΔS)
Determined by the formula

  In step S8, following the setting of the operation start time in step S7, it is determined whether or not the lift operation start time TH of the driver's seat 1 is set. If YES (TH is set), the process proceeds to step S9, and if NO (TH is not set), the process proceeds to step S14.

  In step S9, following the determination that TH has been set in step S8, the time elapsed from the time when the getting-off timing is detected (timer value) becomes the lift operation start time TH (time t2 in FIG. 8). After waiting, the operation of lifting the driver's seat 1 to the preset position Ht is started, and the process proceeds to step S14.

  Here, the lift movement operation (seat descent) of the driver's seat 1 is performed based on the seat lift position information of the driver's seat 1 acquired from the seat lift position sensor 49 with the set position Ht as the target seat lift position. This is performed by rotating the 53.

  In step S10, following the setting of the operation start time in step S7, it is determined whether or not the tilt operation start time Tα of the seat cushion 11 is set. If YES (Tα is set), the process proceeds to step S11, and if NO (Tα is not set), the process proceeds to step S14.

  In step S11, following the determination that Tα has been set in step S10, it is determined that the elapsed time (timer value) from the time when the getting-off timing is detected becomes the tilt operation start time Tα (time t3 in FIG. 8). After waiting, the operation of inclining the seat cushion 11 to the preset angle αt is started, and the process proceeds to step S14.

  Here, the tilting operation of the seat cushion 11 (the lowering of the front end of the cushion) is performed based on the tilt angle information of the seat cushion 11 acquired from the seat cushion tilt angle sensor 51 with the set angle αt as the target tilt angle. This is performed by rotating 55.

  In step S12, following the setting of the operation start time in step S7, it is determined whether or not the reclining operation start time Tθ of the seat back 12 is set. If YES (Tθ is set), the process proceeds to step S13, and if NO (Tθ is not set), the process proceeds to step S14.

  In step S13, following the determination that Tθ has been set in step S12, the elapsed time (timer value) from the time when the getting-off timing is detected becomes the reclining operation start time Tθ (time t4 in FIG. 8). After waiting, the operation of tilting the seat back 12 to the preset angle θt is started, and the process proceeds to step S14.

  Here, the tilting operation (causing) of the seat back 12 is based on reclining angle information of the seat back 12 acquired from the seat reclining angle sensor 50, and rotationally drives the seat reclining motor 54 with the set angle θt as a target reclining angle. Do with.

  In step S14, following the determination of YES in step S6, or the determination of NO in steps S8, S10, and S12, or the start of operation in steps S9, S11, and S13, the position and angle are checked by the sensor. Proceed to step S15.

  Here, the seat slide position S is confirmed based on the seat slide position information of the driver's seat 1 obtained from the seat slide position sensor 48. The seat lift position H is confirmed based on the seat lift position information of the driver's seat 1 acquired from the seat lift position sensor 49. The tilt angle α is confirmed based on the tilt angle information of the seat cushion 11 obtained from the seat cushion tilt angle sensor 51. The reclining angle θ is confirmed based on the reclining angle information of the seat back 12 obtained from the seat reclining angle sensor 50.

  In step S15, following the confirmation of the position and angle by the sensor in step S14, it is determined whether or not the seat slide position S, the seat lift position H, the tilt angle α, and the reclining angle θ are all set positions and angles. I do. In the case of YES (all set positions and set angles), the process proceeds to the end, and in the case of NO (all of the set positions and set angles remain), the process returns to step S4.

Next, the operation will be described.
The operation of the vehicle seat evacuation operation control method and control device of the first embodiment includes “evacuation operation control processing operation”, “seat-side reference position and vehicle body-side reference line”, “driver's seat evacuation operation control operation”, The explanation will be divided into "the effect of improving the driver's getting on and off the vehicle" and "the characteristic operation of the evacuation operation control".

[Evacuation operation control processing operation]
The retreat operation control operation of the driver's seat 1 will be described below with reference to the flowchart of FIG.
First, when the driver sitting in the driver's seat 1 turns off the accessory power supply, turns on the parking brake, and then opens the driver's door with the intention of getting off, the conditions in steps S1 to S3 are satisfied. All the conditions are satisfied, and the driver's exit timing is detected. When the driver's exit timing is detected, in the flowchart shown in FIG. 4, the process proceeds from step S1 → step S2 → step S3 to step S4 and thereafter, and the driver seat 1 is moved to the evacuation seat position for improving the getting on / off property. The evacuation operation control process to be controlled is started.

  If the driving posture seat position So of the driver's seat 1 at the time when the getting-off timing is detected is not the preset evacuation seat position St, the process proceeds from step S4 to step S5. In step S5, the operation of sliding the driver's seat 1 from the driving posture seat position So to the preset evacuation seat position St is started.

  When the slide movement operation is started, the process proceeds from step S5 to step S6, and if the driving posture seat position So of the driver seat 1 when the getting-off timing is detected is the preset evacuation seat position St, step S5 is performed. S4 → proceeds to step S6. In step S6, it is determined whether each of the seat lift position H, the tilt angle α, and the reclining angle θ is the set position Ht, the set angle αt, and the set angle θt.

  If it is determined in step S6 that all of them are set positions and angles, the process proceeds to step S14, but it is determined that there is a set position Ht, set angle αt, and set angle θt that are not set positions and angles. If so, the process proceeds from step S6 to step S7. In step S7, an operation start time is set for a position / angle other than the set position / set angle based on the sequence control rule of the retreat operation. In other words, the control rule is that the linear system control (slide, lifter) is performed first, the angle system control (reclining, cushion tilt) is performed later, and the operation time is partially overlapped in the linear system control operation and the angle system control operation. Sets the operation start times TH, Tα, and Tθ. When the operation start times TH, Tα, and Tθ are set in step S7, the process proceeds to step S8, step S10, and step S12 at the same time.

  In step S8, it is determined whether or not the lift operation start time TH of the driver's seat 1 is set. If it is determined that the lift operation start time TH is set, the process proceeds to step S9. In step S9, the operation of lifting the driver's seat 1 to the preset set position Ht is started after the elapsed time (timer value) from the time when the getting-off timing is detected reaches the lift operation start time TH. Is done.

  In step S10, it is determined whether or not the tilt operation start time Tα of the seat cushion 11 is set. If it is determined that the tilt operation start time Tα is set, the process proceeds to step S11. In step S11, the operation of inclining the seat cushion 11 to the preset set angle αt is started after the elapsed time (timer value) from the time when the getting-off timing is detected reaches the tilt operation start time Tα. .

  In step S12, it is determined whether or not the reclining operation start time Tθ of the seat back 12 is set. If it is determined that the reclining operation start time Tθ is set, the process proceeds to step S13. In step S13, the operation of inclining the seat back 12 to the preset set angle θt is started after waiting for the elapsed time (timer value) from the time when the getting off timing is detected to become the reclining operation start time Tθ. .

  Then, when the getting-off timing is detected and the necessary evacuation operation is started, the process proceeds to step S14. In step S14, the positions and angles are confirmed by the sensors 48, 49, 50, and 51, and the process proceeds to step S15. In step S15, it is determined whether or not the seat slide position S, the seat lift position H, the tilt angle α, and the reclining angle θ are all set positions and angles. While the determination is being made, the process returns to step S4, and the processing flow after step S4 is repeated. If it is determined in step S15 that all the positions are set positions and set angles, the process proceeds to the end, and the evacuation operation control ends.

  As a representative example, a description will be given of the evacuation operation control operation when the driver D who gets into the passenger car A operates the seat slide switch 41 to drive the driver's seat 1 in the driving position in which the driver's seat 1 is slid to the front of the vehicle. After driving, when the vehicle is stopped and the door is opened, the process proceeds to step S1, step S2, step S3, step S4, and step S5 in the flowchart of FIG. That is, when the exit timing is detected, the operation of sliding the driver's seat 1 from the driving posture seat position So to the retreating seat position St where the reclining rotation center C overlaps the pillar bisector P starts. Is done. Then, the process proceeds from step S5 to step S6 → step S14 → step S15. When the driver's seat 1 reaches the retreat seat position St while the flow from step S14 to step S15 is repeated, the process proceeds to the end. The evacuation operation control ends. Therefore, the driver D can get off the driver's seat 1 at the evacuation seat position St where the passage of the shoulder and the foot space are secured.

[Seat-side reference position and vehicle-side reference line]
In the evacuation operation control of the first embodiment, the “reclining rotation center portion C” is used as the seat-side reference position for determining the evacuation seat position St. Hereinafter, the reason why the "reclining rotation center portion C" is set as the seat-side reference position will be described with reference to FIG.

  First, as shown in FIG. 5, the "reclining rotation center portion C" includes the reclining rotation center point CP, the boundary point C1 between the seat back 12 and the seat cushion 11 is a vehicle front side limit point, and the seat leg rear end point C2 Is the range in which is set as the vehicle rear limit point.

Here, the distance from the occupant's hip point to the seat back 12 is substantially determined by the thickness of the occupant's body.
The reclining rotation center C is determined by the size of the reclining device in addition to the thickness of the occupant's body.
It is considered that the size of the reclining device is limited by the strength condition, and there is no significant difference between the types of vehicles.
As a result, the reclining rotation center portion C is predicted to be at a substantially constant distance from the occupant, and thus is suitable for specifying the seat position.

Here, when the "reclining rotation center portion C" is set in a range including the boundary position C1 between the seat back 12 and the seat cushion 11, the position is too close to the vehicle front side. That is, when the driver's seat 1 is in the retreat seat position St, the shoulder of the driver D and the center pillar 36 come into contact with each other, so that the passability of the shoulder is reduced.
Further, when the “reclining rotation center portion C” is set to a range including the rear end position C2 of the seat leg 14, the position becomes too close to the vehicle rear side. That is, when the driver's seat 1 is at the retreat seat position St, the opening space at the time of getting on and off is reduced.
Therefore, as shown in FIG. 5, the reclining rotation center portion C includes the reclining rotation center point CP, and does not include the boundary position C1 between the seat back 12 and the seat cushion 11, and the rear end position C2 of the seat leg 14. Is set.

  In the evacuation operation control of the first embodiment, the “pillar bisector P” is used as the vehicle body-side reference line that determines the evacuation seat position St. Hereinafter, the reason why the "pillar bisector P" is set as the vehicle body-side reference line will be described with reference to FIG.

First, the “pillar bisector P” is, as shown in FIG. 6, a straight line portion 36FM excluding the curvature portions 36FU, 36FL, 36RU, and 36RL of the pillar front end 36F and the pillar rear end 36R of the center pillar 36. , 36RM, the width of the center pillar 36 is substantially determined by the size of the seat belt device that is the pillar content.
The size of the seatbelt device does not differ much between vehicle types.
As a result, the "pillar bisector P" is appropriate as a reference line regardless of the vehicle type.

  In addition, when the perpendicular line P1 is formed between the front end and the rear end of the pillar lower end, the R shape of the front end and the rear end of the lower end / upper end of the pillar differs depending on the type of the vehicle due to design, getting on / off characteristics, and the like. As a result, the "perpendicular line P1 at the center of the lower end of the pillar" is difficult to define the positional relationship.

  Also, if a straight line P2 connecting the middle point of the front end to the rear end of the lower end of the pillar and the middle point of the front end to the rear end of the upper end of the pillar, the R shape of the front end and the rear end at the lower end / upper end of the pillar is Varies depending on the type of vehicle due to requirements for getting on and off. As a result, the “straight line P2 connecting the middle points of the upper and lower ends of the pillars” does not easily define the positional relationship.

That is, the positional relationship between the “reclining rotation center point C” and the “pillar bisector P” at the seat position where the passenger easily gets on and off is affected by the thickness and shape of the seat back 12, the width and shape of the center pillar 36, and the like. Therefore, it is considered that the present invention can be applied regardless of various types of vehicles.
Therefore, in the evacuation operation control of the first embodiment, the “retreat rotation center C” is set as the seat-side reference position, the “pillar bisector P” is set as the vehicle body-side reference line, and the “evacuation” is set as the seat position that is easy to get on and off. The sheet position St "is determined.

[Evacuation control of driver's seat]
For example, as described in JP-A-63-251341, the driving posture seat position is stored in a memory in advance, and when the driver's exit timing is detected, the vehicle seat is moved from the driving posture seat position. Change to the retreat sheet position. After that, when the boarding completion state is detected, there is known one that performs control (hereinafter, referred to as “memory sheet”) to return from the evacuation seat position to the driving posture seat position.

  However, when changing from the driving posture seat position to the retreating seat position in the preceding memory sheet, only one device moves at a time and moves sequentially. For example, as shown in FIG. 7, when the slide operation starts at time t1, the slide operation ends at time t2. Next, when the lifter operation starts at time t2 when the slide operation ends, the lifter operation ends at time t3. Next, when the reclining operation starts at time t3 when the lifter operation ends, the reclining operation ends at time t4.

Therefore, there are the following problems.
(a) Since only one device moves at a time, the total operation time T ′ (= time t1 to time t4) from the operation start time t1 to the operation end time t4 is long and cumbersome.
(b) Since the robot moves sequentially according to a predetermined order (slide → lifter → recline), it does not match the flow of the getting on / off operation, and there is a feeling of strangeness.
(c) Since the end timings (time t2, time t3) of the slide operation and the lifter operation, which are linear system operation controls, are different, there is no connection between related operations, and there is a sense of incompatibility.

  When the evacuation operation control of the driver's seat 1 is performed in the first embodiment, for example, as illustrated in FIG. 8, when all of the linear system operation control (slide and lifter) and the angle system operation control (cushion tilt and reclining) are performed Will be described. In the case of automatic return, basically, the operation is performed in a direction opposite to that of FIG.

  That is, when the sliding operation is started at time t1 when the driver seat 1 is in the driving posture seat position So (FIG. 9), the lifter operation starts at time t2, and the cushion tilt operation starts at time t3. The reclining operation is started at time t4. Then, the slide operation, the lifter operation, and the cushion tilt operation are completed at the same time at time t5, the last reclining operation is completed at time t6, and the driver's seat 1 is retracted at the retracted seat position St (FIG. 10). Complete the operation. Therefore, there are the following advantages.

(d) Linear system operation control (slide, lifter) is performed first, and angle system operation control (reclining, cushion tilt) is performed later.
As a result, the boarding / alighting space can be secured by the linear operation control (slide, lifter) performed earlier.

(e) Part of the operation time of the linear motion and the angle motion is wrapped.
As a result, by starting the angle-based operation so as to take over the linear-based operation, the movement becomes natural and comfortable, and the total operation time T (= time t1 to time t6) is reduced.

(f) Adjust the operation end timing of the linear system operation control (slide, lifter) (characteristics surrounded by arrow E in FIG. 8).
As a result, the operation time (time t1 to time t5) of the linear system operation control can be reduced, and the trouble of waiting time is reduced.
As a result, when the driver's seat 1 enters the lifter operation from a state in which the driver's seat 1 is lowered to some extent by the sliding operation, the top space can be secured and the feeling of cramp is reduced.
Incidentally, the roof space is narrow at the front of the slide due to the steep inclination of the roof, but the roof space is wide at the rear of the slide due to the high roof and the drop of the seat slide rail inclination.
As a result, by moving the slide operation and the lifter operation, which are linear motions, as a set, the motion becomes natural and comfortable.

(g) The end timing of the reclining operation of the angle-based operation control is made last (the characteristic surrounded by the arrow F in FIG. 8).
As a result, the abdominal cramping feeling is not increased by prioritizing the cushion tilt operation among the angle-based operations.
As a result, by moving the seat back 12 in a direction as shown by the arrow G in FIG. 10 and stopping the reclining operation last, it is possible to give a feeling of supporting the forward leaning operation when descending.
Incidentally, when the reclining angle θ is larger than the preset setting angle θt, there is no improvement in the getting on / off operation by tilting the seat back 12, so that the user does not move.

[Improvement of driver's getting on / off]
Next, as shown in FIG. 10, a description will be given of the effect of improving the boarding / dismounting ability of the driver D in a state where the driver's seat 1 is slid to the evacuation seat position St, in comparison with a comparative example.

  First, it is known that, by paying attention to the passability of a foot and moving the seat position rearward of the vehicle with respect to the driving position, the getting on / off property is improved. In such a case, the seat is retracted by a fixed amount regardless of the physique of the driver and the initial position of the sheet. This is a comparative example.

This comparative example has the following problems.
(A ') Since the amount of evacuation is constant regardless of the physique, if the position after evacuation is behind the pillar, it is necessary to avoid the pillar with your shoulder and get in.
(B ') Since the amount of evacuation is constant regardless of the seat position, when a small-sized person gets off and a roughly-sized person gets on, his feet are narrow.
(C ') Since the amount of evacuation is constant regardless of the seat position, when the small-sized person gets off at a place where the door opening is narrow, his feet are narrow.
(D ') Since the amount of evacuation is constant regardless of the seat position, the head space is small when a small person gets off the vehicle with the lower center pillar upper end.

  On the other hand, the controller 4 according to the first embodiment slides the driver's seat 1 to a fixed evacuation seat position St where the relative positional relationship of the vehicle body with respect to the center pillar 36 does not change regardless of the occupant's physique and sitting position. Perform control. In other words, the state transitions from the ACC ON mode to the OFF mode. When the door is opened, it is determined that the vehicle is going off. When the parking brake is ON, the sliding position S of the driver's seat 1 is shifted by a predetermined amount from the rearmost position in front of the vehicle. And a position that does not hinder the passage of the shoulder and foot. At this time, the reclining angle θ of the seat back 12 was set to a setting angle θt based on a general sitting posture, and the tilt angle α of the seat cushion 11 was controlled to a setting angle αt at which abdominal compression was small. As a result, it was possible to get on and off at a position where the foot space, the passage of the shoulders, and the comfort of the abdomen were secured.

That is, the evacuation operation control of the first embodiment is
Control is performed so that the position of the driver's seat 1 is constant irrespective of the physique based on the passage property of the shoulder.
-Controlling the driver's seat 1 at a fixed position that does not hinder the lateral movement of the shoulder while securing a sufficient front space even when getting on / off.
This is the feature point.

As described above, since the driver's seat 1 is moved to a certain position where the driver can easily get on and off regardless of the physique of the driver, the following effects can be obtained for improving the getting on / off property as listed below.
(A) At the time of boarding, it becomes a constant standby position where it is easy to get on and off regardless of the occupant's physique last time, making it easier to get on.
(B) When the driver gets off the vehicle, if the driver has a large physique, the driver does not fall behind the center pillar 36, so that the center pillar 36 does not hinder the movement of the shoulder, and the driver gets off the vehicle easily.
(C) When getting off, if the driver has a small physique, even if the door opening is narrow, the outside foot space is wide and it is easy to get off.
(D) When the driver gets off the vehicle, if the driver has a small physique, even if the upper end of the center pillar 36 is low, the head space is large and the driver can easily get off the vehicle.

[Characteristic operation of evacuation operation control]
In the first embodiment, when the exit timing is detected, the reclining rotation center portion C of the driver's seat 1 moves from the driving posture seat position So to the evacuation seat position St on the vehicle front side including the position overlapping the pillar bisector P. Control to slide.
That is, the evacuation seat position St of the driver's seat 1 determined based on the “reclining rotation center C” and the “pillar bisector P” is determined regardless of the type of the vehicle and the shape of the driver's seat 1. It is defined at a position where the relative positional relationship between the seat 1 and the center pillar 36 is the same. In addition, the operation from the driving posture seat position So to the retreat seat position St is performed by one sliding operation. Therefore, when the exit timing is detected, it does not take much time to operate the driver's seat 1 from the driving posture seat position So to the evacuation seat position St.
Since the reclining rotation center C of the driver's seat 1 overlaps with the pillar bisector P as the retreat seat position St, the seat back 12 and the center pillar 36 overlap with each other when viewed from the side of the vehicle. Relationship (FIG. 10). Thus, when the driver D gets off the vehicle, the possibility of contact between the driver D's shoulder and the center pillar 36 is reduced, and the passage of the shoulder is ensured.
As a result, when the getting-off timing is detected, the time required for operating the driver's seat 1 to the evacuation seat position St for improving the getting-off property is reduced. Incidentally, if the driver's seat 1 does not reach the evacuation seat position St with good response after detecting the getting-off timing, it overlaps with the getting-off operation of the driver D who opened the door. Therefore, in the evacuation operation control of the driver's seat 1, the evacuation responsiveness for shortening the operation time is an important required performance.

In the first embodiment, the reclining angle θ of the seat back 12 of the driver seat 1 is set to a preset angle θt with respect to the vehicle vertical direction at the retreat seat position St after the sliding movement of the driver seat 1.
That is, the set angle θt of the seat back 12 is not set at an angle intended for the driving position where the driver D can easily operate the steering wheel, but is set at an angle at which the driver D can easily get on and off the driver's seat 1.
Therefore, the reclining angle θ of the seat back 12 is set to the set angle θt while the front end of the seat cushion 11 does not move to the front of the vehicle and the foot space of the driver D is secured, so that the getting on / off property is improved.

In the first embodiment, the tilt angle α of the seat cushion 11 of the driver seat 1 is set to a preset angle αt with respect to the horizontal direction of the vehicle at the retreat seat position St after the sliding movement of the driver seat 1.
That is, the set angle αt of the seat cushion 11 is not an angle intended for a driving position where an aquacell operation or a brake operation is easy, but an angle at which the driver D can easily get on and off the driver's seat 1.
Therefore, when the front end of the seat cushion 11 is lifted upward at the driving position, the front end of the cushion moves downward, so that the boarding space at the retreat seat position St of the driver's seat 1 is enlarged, and Abdominal compression of driver D is reduced.

Next, effects will be described.
The vehicle seat retreat operation control method and control device according to the first embodiment can obtain the following effects.

(1) An evacuation operation control method for detecting the disembarkation timing and automatically sliding the front row seat (driver seat 1) in the vehicle front-rear direction,
Between the straight portions 36FM, 36RM excluding the respective curvature portions 36FU, 36FL, 36RU, 36RL of the pillar front end 36F and the pillar rear end 36R of the center pillar 36 disposed on the door side of the front row seat (driver seat 1). Is called a bisector P of the pillar,
When the exit timing is detected, the reclining rotation center portion C of the front row seat (driver's seat 1) viewed from the side of the vehicle moves from the driving posture seat position So when the exit timing is detected to the pillar bisector P and Control is performed so as to slide to the retracted seat position St on the front side of the vehicle including the overlapping position (FIG. 10).
For this reason, when the exit timing is detected, a vehicle seat retreat operation control method is provided that reduces the time required to operate the front row seat (driver seat 1) to the retreat seat position St for improving dismountability. can do.

(2) At the retreat seat position St after the front row seat (driver seat 1) slides, the reclining angle θ of the seat back 12 of the front row seat (driver seat 1) is preset with respect to the vehicle vertical direction. The set angle θt is set (FIG. 10).
For this reason, in addition to the effect of (1), by setting the reclining angle θ of the seat back 12 to the set angle θt at the retracted seat position St, the occupant (driver D) is moved from the driving posture to the sitting posture while securing the foot space. By returning to, it is possible to improve getting on and off.

(3) At the evacuation seat position St after the sliding movement of the front row seat (driver seat 1), the tilt angle α of the seat cushion 11 of the front row seat (driver seat 1) is preset with respect to the vehicle horizontal direction. The set angle αt is set (FIG. 10).
Therefore, in addition to the effects of (1) or (2), by setting the tilt angle α of the seat cushion 11 to the set angle αt at the evacuation seat position St, enlargement of the boarding / alighting space and reduction of the abdominal compression of the occupant (driver D). Thereby, getting on and off can be improved.

(4) As the retreat operation control of the vehicle seat (driver seat 1), a linear system operation control (slide, lifter) by a linear operation that changes the positional relationship of the vehicle seat (driver seat 1) with respect to the vehicle body, and the vehicle System operation control (reclining, cushion tilt) by an angle operation for changing a tilt angle relationship of a seat component constituting a seat for a driver (driver seat 1).
When the getting-off timing is detected, the linear system operation control is performed first, the angle system operation control is performed later, and a part of the operation time of the linear system operation and the angle system operation is overlapped (FIG. 8).
For this reason, in addition to the effects of (1) to (3), it is possible to secure a boarding / alighting space by the linear system operation control (slide, lifter) performed earlier, and to perform the total operation time T while making the movement natural and comfortable. Can be shortened.

(5) As linear system operation control, slide control for moving the vehicle seat (driver seat 1) in the vehicle front-rear direction and lifter control for moving the vehicle seat (driver seat 1) in the vehicle vertical direction are performed. At this time, the end timings of the slide control and the lifter control are matched (FIG. 8).
For this reason, in addition to the effect of (4), it is possible to reduce the inconvenience of the waiting time by shortening the operation time (time t1 to time t5) of the linear system operation control, and to reduce the feeling of cramp by securing the parietal space. it can.

(6) When the reclining control for causing the seat back 12 is performed as the angle-based operation control, the end timing of the reclining control is set to the last of all the retreating operation controls (FIG. 8).
For this reason, in addition to the effect of (4) or (5), by ending the stop by the reclining operation, it is possible to give the occupant (driver D) a feeling of supporting the forward leaning operation when getting off.

(7) An evacuation operation control device including an evacuation operation controller (controller 4) that detects the disembarkation timing and automatically slides the front row seat (driver seat 1) in the vehicle front-rear direction,
Between the straight portions 36FM, 36RM excluding the respective curvature portions 36FU, 36FL, 36RU, 36RL of the pillar front end 36F and the pillar rear end 36R of the center pillar 36 disposed on the door side of the front row seat (driver seat 1). Is called a bisector P of the pillar,
When the evacuation operation controller (controller 4) detects the getting-off timing, the reclining rotation center C viewed from the vehicle side of the front row seat (driver seat 1) detects the driving posture seat position So when the getting-off timing is detected. Then, a retreat operation control process of sliding the slide to the retreat seat position St on the front side of the vehicle including the position overlapping the pillar bisector P is performed (FIG. 4).
For this reason, a vehicle seat retreat operation control device is provided which reduces the time required to operate the front row seat (driver seat 1) to the retreat seat position St for improving the dismountability when detecting the disembarkation timing. can do.

  As described above, the vehicle seat retreat operation control method and control device according to the present invention have been described based on the first embodiment. However, the specific configuration is not limited to the first embodiment, and is not limited to the first embodiment. Changes and additions to the design are permitted without departing from the gist of the claimed invention.

  In the first embodiment, an example has been described in which the reclining rotation center C of the driver seat 1 as viewed from the side of the vehicle overlaps the pillar bisector P as the retreat seat position St of the driver seat 1. However, the evacuation seat position St of the driver's seat 1 is such that the reclining rotation center portion C of the driver's seat 1 as viewed from the side of the vehicle is located on the front side of the vehicle with respect to the position overlapping the pillar bisector P. It may be. That is, the opening area where the getting on and off property is secured depends on the physique of the driver. Therefore, for example, in the case of a driver having a small physique, if the opening area may be reduced, the reclining rotation center portion C is set to a position on the vehicle front side with respect to the position overlapping the pillar bisector P. The retreat sheet position St is set.

In the first embodiment, the driving posture seat position So of the driver seat 1 is a position on the vehicle front side with respect to the evacuation seat position St, and the driver seat 1 moves to the evacuation seat position St by sliding backward. An example of controlling is shown. However, in the case where the driver's seat 1 is controlled to the retracted seat position St by sliding the driver's seat 1 at the vehicle rear side of the retreat seat position St as the driving posture seat position So, and sliding forward of the vehicle. It may be. That is, the “retreat seat position St”, which is the control target, is a position that defines the “upper limit position” of the backward slide when sliding to the rear of the vehicle, and the “lower limit position” of the forward slide when sliding to the front of the vehicle. "
Therefore, depending on the physique and preference of the driver, the driving posture seat position So of the driver's seat 1 may be set to a position on the vehicle rear side of the evacuation seat position St. Can be.

  In the first embodiment, the reclining angle θ of the seat back 12 is set to the set angle θt and the tilt angle α of the seat cushion 11 is set to the set angle αt at the retreat seat position St after the sliding movement of the driver seat 1 according to the sequence control rule. Is shown. However, according to a sequence control rule different from that of the first embodiment, for example, the reclining angle or the tilt angle may be set to the set angle after the driver's seat is in the retracted seat position after the sliding movement.

  In the first embodiment, an example is described in which four operation controls of linear system operation control (slide and lifter) and angle system operation control (reclining and cushion tilt) are performed. However, an example in which only slide control as linear system operation control may be performed. Further, the slide control may be an example in which one of the reclining control and the cushion tilt control is controlled by an angle-based operation. Further, an example in which two angle-based operation controls of reclining control and cushion tilt control are performed for the slide control may be performed.

  In the first embodiment, an example in which the vehicle seat retreat operation control method and control device of the present invention is applied to a driver's seat of a passenger car has been described. However, the vehicle seat evacuation operation control method and control device of the present invention can be applied to a front row seat such as a passenger seat, and also to a vehicle seat other than a passenger car. In short, the present invention can be applied to any vehicle seat retreat operation control method and control device that detects the disembarkation timing and automatically slides the front row seat in the vehicle front-rear direction.

1 Driver seat (front row seat)
11 Seat cushion 12 Seat back 4 Controller (evacuation controller)
C Reclining rotation center part 36 Center pillar 36F Pillar front end 36R Pillar rear end 36FU, 36FL Pillar front end curvature part 36RU, 36RL Pillar rear end curvature part 36FM Pillar front end part 36RM Pillar rear end P part bisecting Line So Operating posture Seat position St Evacuation seat position θ Reclining angle θt Set angle α Tilt angle αt Set angle

Claims (7)

An evacuation operation control method for detecting the disembarkation timing and automatically sliding the front row seat in the vehicle front-rear direction,
When a line bisected between straight portions excluding the respective curvature portions of the pillar front end and the pillar rear end of the center pillar arranged on the door side of the front row seat is referred to as a pillar bisector,
Upon detecting the exit timing, the reclining rotation center portion of the front row seat viewed from the vehicle side direction includes a position overlapping the pillar bisector from the driving posture seat position when the exit timing is detected. A method for controlling the evacuation operation of a vehicular seat, wherein the evacuation operation is controlled so as to slide to an evacuation seat position on the front side of the vehicle. The vehicle seat retreat operation control method according to claim 1,
In the retracted seat position after the sliding movement of the front row seat, the reclining angle of the seat back of the front row seat is set at a preset angle with respect to the vehicle vertical direction. Operation control method. A vehicle seat evacuation operation control method according to claim 1 or 2,
At the evacuation seat position after the sliding movement of the front row seat, the tilt angle of the seat cushion of the front row seat is set at a preset angle with respect to the vehicle horizontal direction. Operation control method. The vehicle seat retreat operation control method according to any one of claims 1 to 3,
As the evacuation operation control of the vehicle seat, a linear system operation control by a linear operation that changes a positional relationship of the vehicle seat with respect to the vehicle body, and an angle operation that changes a tilt angle relationship of a seat component configuring the vehicle seat. Angle system operation control by
When the drop-off timing is detected, the linear system operation control is performed first, the angle system operation control is performed later, and a part of the operation time of the linear system operation and the angle system operation is overlapped. A method for controlling the sheet retraction operation. A vehicle seat retreat operation control method according to claim 4,
When the slide control for moving the vehicle seat in the vehicle front-rear direction and the lifter control for moving the vehicle seat in the vehicle vertical direction are performed as the linear system operation control, the slide control and the lifter control end timing. A method for controlling the evacuation operation of a vehicle seat, comprising: A vehicle seat evacuation operation control method according to claim 4 or claim 5,
As the angle-based operation control, when reclining control that causes a seat back of the front row seat is performed, the end timing of the reclining control is set to be the last of all retreating operation controls. Evacuation operation control method. An evacuation operation control device including an evacuation operation controller that detects a disembarkation timing and automatically slides the front row seat in the vehicle front-rear direction,
When a line bisected between straight portions excluding the respective curvature portions of the pillar front end and the pillar rear end of the center pillar arranged on the door side of the front row seat is referred to as a pillar bisector,
When the evacuation operation controller detects the disembarkation timing, the reclining rotation center portion of the front row seat viewed from the side of the vehicle, the pillar bisector, from the driving posture seat position when the disembarkation timing is detected. An evacuation operation control device for a vehicle seat, which performs evacuation operation control processing so as to slide to an evacuation seat position on the front side of the vehicle including a position overlapping with the evacuation seat.