JP7029916B2 - Vehicle seat control device - Google Patents

Description

The present invention relates to a device for controlling an inclination angle of a seat in a vehicle such as an automobile.

The automobile of Patent Document 1 has a navigation device, a seat tilting mechanism, and a seat control system. Then, the seat control system tilts the seat according to the approach to the curve based on the information from the navigation device.
As a result, the inclination of the seat is adjusted according to the curve, and the acceleration of tilting the upper body in the vehicle width direction does not easily act on the occupant seated on the seat.

Japanese Unexamined Patent Publication No. 2010-23508

As described above, in a vehicle such as an automobile, it has been proposed that the acceleration of tilting the upper body in the vehicle width direction is less likely to act on the occupant seated on the seat when traveling on a curve.
It is considered that such a technique can be suitably used when moving a vehicle by controlling automatic driving. For example, in automatic driving, it is conceivable to control the steering so that the occupant in the vehicle steers more rapidly than when operating the vehicle. Even in such a case, by combining the above-mentioned techniques, it is possible to make it difficult for the occupant to have an acceleration that causes the upper body to suddenly and greatly tilt. Even if the vehicle is steered at the limit performance of the vehicle, it is considered possible to prevent the occupant's upper body from falling significantly on the seat.

However, when such seat tilt control is highly implemented, the force that greatly tilts the upper body does not act on the occupant, and the vehicle curves without recognizing that the occupant is traveling on the curve. It is conceivable that it will pass through.
Then, the occupant can recognize that the vehicle is traveling on a continuous curve that turns left and right only after being swung left and right for the first time when entering the second and subsequent curves, for example, when the curve that turns left and right is continuous. There is sex.
If the occupant recognizes that he / she is driving after entering a continuous curve that turns left and right in this way, the occupant may not understand the situation.
In addition, in a continuous curve that turns left and right, the seat is largely switched to the left and right when turning back to the next curve, so even if the seat tilt control is highly implemented, the upper body of the occupant will be affected. It is unavoidable to swing from side to side.

As described above, in a vehicle, it is required to appropriately control the inclination of the seat even when traveling on a continuous curve.

The vehicle seat control device according to the present invention includes a seat provided so that the tilt angle can be adjusted in the vehicle, a control unit that determines the traveling state of the vehicle during automatic driving, and controls the tilt angle of the seat. When the curves are continuous, the control unit delays the start of control of the inclination angle of the seat at the time of entering the first curve.

Preferably, the control unit controls the inclination angle in each curve when the vehicle enters the curve, and delays the control start timing of the inclination angle in the first curve of the continuous curve.

Preferably, the control unit reduces the acceleration in the vehicle width direction acting on the upper body of the occupant seated on the seat in each curve according to the degree of bending of each curve and the degree of inclination of the vehicle. It is preferable to control the tilt angle normally, and to control the tilt angle larger than usual in the first curve of the continuous curve so as to compensate for the lack of control due to the delay in the control start timing of the tilt angle.

Preferably, the control unit performs control for adjusting the inclination angle during the traveling period of each curve according to the degree of bending of each curve and the degree of inclination of the vehicle in each curve, and is the first of the continuous curves. In the curve, it is preferable to largely control the inclination angle so that the cumulative inclination angle during the traveling period of each curve approaches the case where the control start timing of the inclination angle is not delayed.

Preferably, the continuous curve is a curve that turns back to the left and right.

In the present invention, when the curves are continuous during automatic operation, the control start of the inclination angle of the seat is delayed at the time of entering the first curve. Therefore, when entering the first curve, the occupant's upper body swings from side to side.
For example, when the vehicle enters a curve, the inclination angle is controlled in each curve, and the inclination angle control start timing is delayed in the first curve of the continuous curve. As a result, in the first curve, an acceleration that tilts left and right with respect to the occupant's upper body acts on the occupant's upper body in a very short period corresponding to the delay in the control start timing.
As a result, the occupant can grasp that the upper body swings when the vehicle enters the continuous curve and is about to enter the continuous curve. The occupants can be informed that they are about to enter a continuous curve.
Moreover, since the start of control is only delayed, the tilt angle of the seat is controlled even in the control on the first curve. As a result, even on the first curve, the occupant's upper body only slightly swings to the left and right when approaching, and the upper body does not swing significantly to the left and right during the traveling period of the curve.
As described above, in the present invention, even when traveling on a continuous curve, the occupant can be made aware of this at the time of the first approach. Moreover, even during traveling on a continuous curve, the inclination of the seat can be appropriately controlled to prevent the occupant's upper body from falling significantly with respect to the seat.

FIG. 1 is a schematic explanatory view of an example of an automobile and a traveling road according to an embodiment of the present invention. FIG. 2 is an explanatory diagram of a configuration of a seat control device mounted on the automobile of FIG. 1. FIG. 3 is a flowchart showing an example of processing by the sheet control unit of FIG. FIG. 4 is an explanatory diagram of a control state of the inclination angle of the seat when traveling on a single curve. FIG. 5 is a schematic timing chart showing a control state of the tilt angle of the seat in FIG. FIG. 6 is a schematic timing chart showing a control state of the tilt angle of the seat in the continuous curve of FIG.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.

FIG. 1 is a schematic explanatory view of an example of an automobile 1 and a traveling road according to an embodiment of the present invention.
In FIG. 1, in front of the road on which the automobile 1 travels, curves S12 to S14 that turn left and right as continuous curves are continuous. In this case, the automobile 1 is accelerated, decelerated, steered to the left and right by control by automatic driving or operated by an occupant, and travels along a continuous curve that turns to the left and right.
In addition to this, a curve whose curvature changes in the middle can be considered as a continuous curve. In these curves, the steering direction and the steering amount change when passing through a series of continuous curves. As for the shape of the road, even when two curves are continuous with a short straight section in between, the steering may be continuous. Even in this case, the steering is continuously switched in time.
Further, in the continuous curve that turns back to the left and right, the steering direction is switched.

By the way, when the automobile 1 is moved by the control of automatic driving, the control may be performed so as to steer more rapidly than when the occupant riding in the automobile 1 operates. In this case, there is a possibility that an acceleration that greatly tilts the upper body to the left or right acts on the occupant.
As a countermeasure for this, it is conceivable to control the seat 2 described later to move left and right along the vehicle width direction. By controlling the seat 2 at an appropriate angle, it becomes difficult for the occupant to exert a force that greatly tilts the upper body. It is considered that the vehicle 1 can be prevented from passing through the curve without recognizing that the occupant is traveling on the curve.
However, if the curve that turns left and right is continuous as shown in FIG. 1 instead of a single curve, the seat 2 is controlled to move significantly to the left and right when entering the second and subsequent curves, for example. You will recognize that the occupant is traveling on a curve. It is inevitable that the occupant's upper body will swing from side to side.
Then, if the occupant recognizes that the curve is being driven by the movement controlled by the seat 2 after having already entered the continuous curve that turns left and right in this way, the occupant may not be able to accurately understand the situation.
As described above, in the automobile 1, it is required to appropriately control the inclination of the seat 2 even when traveling on a continuous curve that turns to the left and right.

FIG. 2 is an explanatory diagram of the configuration of the seat control device 10 mounted on the automobile 1 of FIG.
The seat control device 10 of FIG. 2 includes an external camera 11, an acceleration sensor 12, an attitude sensor 13, a timer 14, a drive mechanism 15 for an inclination angle of the seat 2, a drive motor 16, and a microcomputer 17 to which these are connected. ..
The microcomputer 17 may be provided in the automobile 1 as an ECU (Electric Control Unit), for example. The microcomputer 17 reads and executes a program stored in a storage unit (not shown), for example. As a result, the seat control unit 18 is realized in the microcomputer 17.
Further, FIG. 2 shows a seat 2, an automatic driving control unit 21 for automatic driving, a steering device 22, a braking device 23, and a driving device 24.

The steering device 22 controls the direction of the tires of the automobile 1 and controls the traveling direction of the automobile 1 based on the steering wheel operation by the occupant or the like.

The braking device 23 decelerates or stops the automobile 1 based on a braking operation by an occupant or the like.

The drive device 24 accelerates the automobile 1 based on an accelerator operation by an occupant or the like.

The automatic driving control unit 21 controls the traveling of the automobile 1. For example, the steering device 22, the braking device 23, and the driving device 24 are controlled based on the movement route to the destination to drive the automobile 1.

The out-of-vehicle camera 11 is a camera that captures the surroundings such as the front of the automobile 1. The captured image outside the vehicle may capture a road or the like on which the automobile 1 travels.

The acceleration sensor 12 detects the acceleration acting on the automobile 1 according to the traveling state. In particular, it detects acceleration acting in the left-right direction along the vehicle width direction.

The posture sensor 13 detects the posture of the automobile 1 according to the traveling state. In particular, the inclination of the automobile 1 in the left-right direction is detected.

The timer 14 measures the time. The timer 14 can measure the timing used for control and the like.

The drive mechanism 15 having an inclination angle of the seat 2 has an arc-shaped curved rail 19 and a roller 20 in contact with the curved rail 19.
The curved rail 19 is provided integrally with the seat 2, for example, and is provided along the vehicle width direction.
As a result, the seat 2 can be tilted in the left-right direction. The seat 2 is provided in the automobile 1 so that the inclination angle can be adjusted.

The drive motor 16 drives the rollers 20. By rotating the roller 20, the seat 2 is controlled to be tilted in the left-right direction together with the curved rail 19.

The seat control unit 18 determines the traveling state of the automobile 1 during automatic driving, and controls the seat 2 to an inclination angle corresponding to the determination.
For example, when it is determined that the automobile 1 enters a curve based on the information regarding future control from the automatic driving control unit 21, the seat control unit 18 controls the inclination angle of the seat 2 until it finishes passing through the curve. Execute.

Next, the control process of the tilt angle of the seat 2 by the seat control unit 18 will be described.
FIG. 3 is a flowchart showing an example of processing by the sheet control unit 18 of FIG.
The sheet control unit 18 repeatedly executes the process shown in FIG.

In controlling the inclination angle of the seat 2, the seat control unit 18 first determines whether or not the vehicle has entered the curve (step ST1). The seat control unit 18 may determine this based on the course information from the automatic operation control unit 21.
If the vehicle does not enter the curve immediately after that, the seat control unit 18 ends the process shown in FIG.

When entering the curve immediately after that, the seat control unit 18 determines whether or not the curve is a continuous curve in which the curve is further turned back and forth (step ST2).
For example, in the case of a single corner or a long curve whose curvature changes in the middle, it is basically difficult to turn left and right. In this case, the seat control unit 18 determines that there is no turning back to the left or right.

In the case of a continuous curve in which turning back to the left or right occurs, the seat control unit 18 further determines whether or not the approach is to the first curve of the continuous plurality of curves (step ST3).

Then, if there is no turning back to the left or right, or if it is not the approach to the first curve of a plurality of consecutive curves, the seat control unit 18 determines the inclination angle of the seat 2 in the left-right direction, the degree of curve bending, and the curve. The control of the normal inclination angle of the seat 2 which is controlled according to the inclination of the automobile 1 is executed (step ST4).
The seat control unit 18 controls the inclination angle of the seat 2 so as to eliminate the inclination of the automobile 1 and further reduce the acceleration in the vehicle width direction acting on the upper body of the occupant seated on the seat 2. ..
Further, the seat control unit 18 may control the inclination angle of the seat 2 in consideration of the degree of bending of the curve immediately after.

By repeatedly executing the process of FIG. 4, the upper body of the occupant seated on the seat 2 can be controlled so as not to fall over and protrude from the seat 2.
In each curve, the inclination angle is adjusted during the traveling period of each curve according to the degree of bending of each curve and the degree of inclination of the automobile 1.
In this case, the occupant can continue to sit on the seat 2 in the same posture as when traveling on a straight road without exerting force to support the upper body.

On the other hand, when entering the first curve of a plurality of consecutive curves in which the turn to the left and right occurs, the seat control unit 18 not only supports the occupant but also continuously turns to the left and right with respect to the occupant. Carry out control to know that you are starting to enter the curve.
Specifically, the seat control unit 18 first virtually calculates the tilt angle of the seat 2 by controlling the tilt angle of the normal seat 2, and then calculates the cumulative angle value after starting to enter the curve. (Step ST5).
Next, the seat control unit 18 waits for the elapse of a preset delay time of, for example, several tens of milliseconds based on the time measured by the timer 14 (step ST6), and controls the tilt angle of the seat 2. Start (step ST7).

By repeatedly executing the process of FIG. 4 after starting to enter the first curve of the continuous curve, the cumulative angle value increases. Further, the measurement time of the timer 14 also approaches the delay time.
Then, when the measurement time of the timer 14 becomes longer than the delay time while the process of FIG. 4 is repeatedly executed, the seat control unit 18 controls the tilt angle of the seat 2 based on the cumulative value of the tilt angles. At this time, a coefficient or a limit value may be provided so that the inclination angle is not suddenly changed significantly.
As a result, in the first curve of the continuous curve, the control of the inclination angle of the seat 2 is started at a timing later than usual. Further, after the control is started, the tilt angle of the seat 2 is controlled larger than usual so as to compensate for the lack of control due to the delay in the control start timing of the tilt angle as compared with the normal control.
In the first curve of a continuous curve that turns left and right, the tilt angle is larger than usual so that the cumulative tilt angle during the running period of the curve approaches that when the control start timing of the tilt angle is not delayed. Is controlled.

FIG. 4 is an explanatory diagram of a control state of the inclination angle of the seat 2 when traveling on a single curve.
When traveling on the single curve of FIG. 4, neither the automobile 1 nor the seat 2 is tilted to the left or right in the straight section S1. The occupant is seated directly above the seat 2.
After that, when the vehicle 1 enters the section S2 of the curve that turns left, the vehicle 1 tilts to the right, which is the outside of the curve. Further, an acceleration that tilts to the right side, which is the outside of the curve, acts on the upper body of the occupant seated on the seat 2.
By repeatedly executing the control of the inclination angle in the normal curve in step ST4 of FIG. 3, the seat control unit 18 cancels the inclination of the automobile 1 and the acceleration does not act so as to tilt the occupant's upper body. As such, the inclination angle of the seat 2 is continuously controlled.
After that, the automobile 1 passes through a curve that turns left and enters the straight section S3 again. Neither the car 1 nor the seat 2 tilts to the left or right. In that state, the occupant sits directly above the seat 2.

FIG. 5 is a schematic timing chart showing a control state of the tilt angle of the seat 2 in FIG.
The horizontal axis of FIG. 5 is time. The vertical axis of FIG. 5 is the tilt direction and the tilt amount of the sheet 2. The upper side is the slope to the left and the lower side is the slope to the right side.
As shown in FIG. 5, in the straight sections S1 and S3, the seat 2 is not controlled to be tilted.
In the section S2 of the curve between them, the inclination angle of the seat 2 is controlled. The inclination angle of the seat 2 increases stepwise in the period from the start of entering the curve until the posture of the vehicle 1 stabilizes, and when the posture of the vehicle 1 stabilizes, the angle is maintained at a predetermined angle and after the vehicle 1 begins to escape from the curve. It is gradually decreasing in the period until the posture of the automobile 1 stabilizes.
As a result, in the section S2 of the curve, the occupant can be maintained in a state of being seated on the seat 2 from directly above.

Next, a case of entering a plurality of continuous curves and traveling as shown in FIG. 1 will be described.
FIG. 6 is a schematic timing chart showing a control state of the tilt angle of the seat 2 in the continuous curve of FIG. The horizontal axis and the vertical axis are the same as those in FIG.
The section S11 is a straight line section immediately before the continuous curve. The section S12 is a section of the first curve of the continuous curve. The section S13 is a section of the second curve of the continuous curve. The section S14 is a section of the third curve of the continuous curve. The section S15 is a straight section after passing through a continuous curve.
In this case, the seat control unit 18 controls the tilt angle of the seat 2 so as to switch the tilt angle of the seat 2 in the left-right direction in a section of a plurality of continuous curves.
In the first right curve section S12, the seat 2 is tilted to the right, in the second left curve section S13, the seat 2 is tilted to the left, and in the third right curve section S14, the seat 2 is tilted to the right again. It is tilted to.
Further, in the section S12 of the first right curve, the start timing of the control of the inclination angle of the seat 2 is delayed by the delay time Delay by the control process of the first curve by steps ST5 to ST7 of FIG. Further, in the subsequent control of the tilt angle of the seat 2, the tilt angle is controlled to be larger than the normal case shown by the dotted line.
Then, in FIG. 6, the area S (img) for controlling the virtual cumulative tilt angle by the dotted line and the area S (act) for controlling the actual cumulative tilt angle by the solid line are controlled to be the same. Will be done.

As described above, in the present embodiment, when the curves turning to the left and right are continuous during the automatic operation, the control start of the inclination angle of the seat 2 is delayed at the time of entering the first curve. Therefore, when entering the first curve, the occupant's upper body swings from side to side.
For example, when the automobile 1 enters a curve, the inclination angle is controlled in each curve, and the inclination angle control start timing is delayed in the first curve of the continuous curve that turns left and right. As a result, in the first curve, an acceleration that tilts left and right with respect to the occupant's upper body acts on the occupant's upper body in a very short period corresponding to the delay in the control start timing.
As a result, the occupant can grasp that the upper body swings when the automobile 1 enters the continuous curve that turns to the left and right, and that the vehicle is about to enter the continuous curve. The occupants can be informed that they are about to enter a continuous curve.
Moreover, since the control start is only delayed, the tilt angle of the seat 2 is controlled even in the control on the first curve. As a result, even on the first curve, the occupant's upper body only slightly swings to the left and right when approaching, and the upper body does not swing significantly to the left and right during the traveling period of the curve.
As described above, in the present invention, even when traveling on a continuous curve that turns left and right, the occupant can be made aware of this at the time of the first approach. Moreover, even during traveling on a continuous curve that turns to the left and right, it is possible to keep the inclination of the seat 2 appropriately controlled and prevent the upper body of the occupant from falling significantly with respect to the seat 2.

In the present embodiment, in each curve, a normal inclination is performed so as to reduce the acceleration in the vehicle width direction acting on the upper body of the occupant seated on the seat 2 according to the degree of bending of each curve and the degree of inclination of the automobile 1. Implement angle control. This makes it difficult for the occupant to exert an acceleration that causes the upper body to tilt significantly on a normal curve.
Moreover, in the present embodiment, in the first curve of the continuous curve that turns back to the left and right, the tilt angle is controlled larger than usual so as to compensate for the lack of control due to the delay in the control start timing of the tilt angle. Therefore, even in the first curve of the continuous curve that turns to the left and right, it is difficult for the acceleration that greatly tilts the upper body to continue to act on the occupant.

In particular, for example, in each curve, control is performed to adjust the inclination angle during the traveling period of each curve according to the degree of bending of each curve and the degree of inclination of the automobile 1, and in the first curve of a continuous curve that turns left and right. Significantly controls the tilt angle so that the cumulative tilt angle during the traveling period of each curve approaches that when the control start timing of the tilt angle is not delayed. As a result, even in the first curve of the continuous curve that turns back to the left and right, it is possible to perform control according to the degree of bending of the curve and the degree of inclination of the automobile 1 as in the case of other curves.

The above embodiments are examples of preferred embodiments of the present invention, but the present invention is not limited thereto, and various modifications or modifications can be made without departing from the gist of the present invention.

1 ... Automobile (vehicle), 2 ... Seat, 10 ... Seat control device, 11 ... Outside camera, 12 ... Acceleration sensor, 13 ... Attitude sensor, 14 ... Timer, 15 ... Drive mechanism, 16 ... Drive motor, 17 ... Microcomputer , 18 ... Seat control unit (control unit), 19 ... Curved rail, 20 ... Roller, 21 ... Automatic operation control unit, 22 ... Steering device, 23 ... Braking device, 24 ... Drive device

Claims (5)

A seat provided with an adjustable tilt angle in the vehicle,
A control unit that determines the running state of the vehicle during automatic driving and controls the tilt angle of the seat.
Have,
The control unit
When the curves are continuous, the start of control of the tilt angle of the seat is delayed at the time of entering the first curve.
Vehicle seat control device. The control unit
When the vehicle enters a curve, the inclination angle of each curve is controlled.
In the first curve of the continuous curve, the control start timing of the tilt angle is delayed,
The vehicle seat control device according to claim 1. The control unit
In each curve, normal tilt angle control is performed so as to reduce the acceleration in the vehicle width direction acting on the upper body of the occupant seated on the seat according to the degree of bending of each curve and the degree of inclination of the vehicle. ,
In the first curve of the continuous curve, the tilt angle is controlled larger than usual so as to compensate for the lack of control due to the delay in the control start timing of the tilt angle.
The vehicle seat control device according to claim 1 or 2. The control unit
In each curve, control is performed to adjust the inclination angle during the traveling period of each curve according to the degree of bending of each curve and the degree of inclination of the vehicle.
In the first curve of the continuous curve, the tilt angle is largely controlled so that the cumulative tilt angle during the running period of each curve approaches that when the control start timing of the tilt angle is not delayed.
The vehicle seat control device according to any one of claims 1 to 3. The continuous curve is a curve that turns back to the left and right.
The vehicle seat control device according to any one of claims 1 to 4.

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