JPH05229372A - Side support control device for seat - Google Patents

Abstract

PURPOSE:To control the included angle of a side support of a seat to correspond to the strained feeling of a driver. CONSTITUTION:Driving mechanism 25, 32 for controlling a side support position, a determining means 31 for determining a side support position according to a lateral G generated on a vehicle body, a memory 31m for storing the side support position determined by the determining means, a position control means 31 for operating the driving mechanisms so as to attain the side support position stored in the memory means every determined time, a frequency detecting means 31 for detecting the occurrence frequency of the lateral G, and a means for holding the side support position stored in the memory by a peak hold time longer than in the general case when the occurrence frequency of the lateral G by the frequency detecting means is high are provided.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a seat side support control device for controlling a holding angle of a side support of a seat in a direction of closing when a turning is predicted.

[0002]

2. Description of the Related Art The side support of a vehicle seat plays an important role in maintaining the holdability of an occupant. It is widely known that the holding angle of the side support is configured to be controlled, and the holding angle of the occupant is improved by moving the holding angle of the side support in a closing direction during turning.

For example, the lateral G (acceleration) is calculated from the vehicle speed and the steering angle, and when the calculated lateral G reaches a set value, the holding angle of the side support is controlled in the closing direction to hold the occupant during turning. A device with improved power consumption is widely known.

[0004]

When a vehicle equipped with such a device travels through continuous corners, the lateral G repeatedly increases and decreases, so that the sandwich angle of the side support is repeatedly controlled in the closing direction and the opening direction. .. However, when the corner travels on a continuous road, the driver obtains continuous corners as visual information, so that the degree of tension is maintained at a certain level.

Therefore, the repeated control of the side support in the closing direction and the opening direction does not match the tension of the driver, which causes the driver to feel uncomfortable.

The present invention has been made in view of the above points, and controls the side support angle of the seat so as to match the driver's tension, so that the driver does not feel uncomfortable. To provide a device.

[0007]

A side support control device for a seat according to the present invention comprises a drive mechanism for controlling the side support position, a determining means for determining the side support position according to at least a lateral G generated on the vehicle body, and this determining means. Storage means for storing the side support position determined by the means, position control means for operating the drive mechanism so that the side support position is stored in the storage means at predetermined time intervals, and the occurrence frequency of the lateral G is detected. A frequency detection means and a means for holding the side support position stored in the storage means for a longer peak hold time than usual when the frequency G is generated frequently by the frequency detection means.

[0008]

The frequency of occurrence of the lateral G generated on the vehicle body is detected, and when the frequency of occurrence is high, that is, when the vehicle travels in continuous corners, the side support position is held for a longer peak hold time than usual. The side support position of the seat is controlled so that the side support position determined by the determination means is held for a long time so as to match the driver's tension.

[0009]

DESCRIPTION OF THE PREFERRED EMBODIMENTS A seat side support control device according to an embodiment of the present invention will be described below with reference to the drawings.
FIG. 1 is a system configuration diagram of a seat side support control device, FIG. 2 is a flowchart showing a main routine, and FIG.
Is a flowchart showing a part of the AUTO mode routine, FIG. 4 is a flowchart showing a part of the AUTO mode routine,
5 is a flowchart showing a winker control condition routine, FIG. 6 is a flowchart showing an interrupt routine every 1 msec, FIG. 7 is a flowchart showing an interrupt routine synchronized with the rising of the read pulse signal, and FIG. 8 is a temporal change of the side support position. FIG. 9 is a map showing GYT-lateral G characteristics, FIG. 10 is a map showing GXT-front and rear G characteristics, FIG. 11 is a map showing VT-vehicle speed characteristics, and FIG. 12 is
UINT-Map showing vehicle speed characteristics, FIG. 13 is a perspective view showing a seat, FIG. 14 is a view showing a configuration of a side frame of the seat, and FIG. 15 is a perspective view showing a peripheral mechanism of a motor for moving the side frame of the seat. 16 is vehicle speed V and V ² /
(1 + AV ² ) And a map showing characteristics.

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

On both sides of the seat back 12, side supports 14a, 14 are provided for restraining occupant's lateral swing.
b is provided. This side support 14a, 14
b can be adjusted so that the included angle is closed or opened. The function will be described with reference to FIGS. 14 and 15.

14 and 15, a side support frame 21 is provided in each of the side supports 14a and 14b.
a and 21b are buried respectively. The side support frames 21a and 21b are connected to each other through a connecting rod 22.
The a, 21b and the connecting rod 22 are configured to interlock in the direction of the arrow (or in the direction opposite to the arrow).

By the way, the side support frame 21
Link 2 in the drawing of b and the frame part extending vertically.
3 is fitted in, and one end of the connecting rod 22 is rotatably attached to one end of the link 23. Further, a long hole 24 is opened at the other end of the link 23.

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

That is, when the motor 25 rotates and the screw 27 appears and disappears in the direction of the arrow, the rod 28 rotates clockwise as shown in the drawing, the arm 29 also rotates clockwise, and the pin 30 is rotated. The link 23 rotates counterclockwise via the link support 23, the side support frame 21b rotates counterclockwise as shown in the drawing, the connecting rod 22 moves in the arrow direction as shown, and the side support frame 21a is shown. By rotating in a clockwise direction as shown in the above, the side support frames 21a and 21b are rotated in a direction in which the included angle is closed,
The side supports 14a and 14b operate in a direction in which the included angle is closed.

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

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

Next, a system configuration diagram of the seat side support control device will be described with reference to FIG. In FIG. 1, reference numeral 31 is a controller mainly composed of a microcomputer. This controller 31
A program for performing the processes shown in the flowcharts of FIGS. 2 to 7 is stored in the. A motor drive circuit 32 having a built-in relay for rotating the motor 25 in the forward and reverse directions is connected to the controller 31. The motor drive circuit 32 selectively drives a built-in relay according to the forward rotation signal f or the reverse rotation signal r output from the controller 31 to control the forward rotation or the reverse rotation of the motor 25, and sandwich the side supports 14a and 14b. Control the direction to close or open the corner.

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

As will be described later, the controller 31 sets the position of the side support 14b every 10 msec, and the control position of the side support 14b set this time is previously set as the side support control position OUTTF (n). The control position of the side support 14b is the side support control position OUTTF (n −1) in the memory 31m.
Memorized in. Then, the controller 31 compares the side support control position OUTTF (n) with the position signal P, determines the rotation direction or stop of the motor 25, and outputs the normal rotation signal f.
Alternatively, the reverse rotation signal r is appropriately output. The memory 31
For m, the seat control amount OUTT (n) set this time and the previous seat control amount OUTT (n −1 with reference to FIGS. 9 to 10 are set.
) Is stored.

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

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

Reference numeral 41 is a vehicle speed sensor composed of a reed switch for converting the rotation of the speedometer gear of the transmission into a lead pulse signal and outputting the read pulse signal, 42 is a lateral G sensor for detecting lateral G (acceleration), and 43 is longitudinal acceleration.
That is, a front / rear G sensor for detecting the front / rear G, 44 is a steering wheel angle sensor for detecting the steering angle θ of the steering wheel, and 45 is an IG (ignition) switch.

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

That is, 1 msec in the flow chart of FIG.
The flag FIOMS is set to "1" when 10 msec is measured based on the timer interrupt of. This flag FIOMS
Is set to "1", the processing of the main routine is started as will be described later with reference to FIG. Further, in synchronization with the rising of the read pulse, the wheel speed is calculated as shown in FIG. 7, and the vehicle speed V is calculated.

Next, the processing of the main routine will be described with reference to FIG. First, as mentioned above, the flag FI
It is determined whether the OMS is "1", and when the flag FIOMS becomes "1", the process of returning the flag FIOMS to "0" is performed (steps S1 and S2). That is, as described above, 10
The processing of the main routine is started every msec.

In this main routine, input processing, that is, switch operation signals input to the controller 31,
A process of reading detection signals from various sensors is performed (step S3).

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

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

By the way, when the AUTO switch 39 is off and the IG switch 45 is off, the control stop mode, that is, the mode for stopping the process for controlling the sandwiching angle between the side supports 14a and 14b is set ( Steps S5, S6, S8).

Further, the AUTO switch 39 is turned on,
When it is detected that the driving door is closed by the detection signal from the driving door switch 37 and that the IG switch 45 is turned on, it is calculated by the calculation processing regarding the AUTO mode described in step S4 described above. Control position of the side support 14b based on the vehicle speed, the lateral G, the longitudinal G
The AUTO mode in which the side support 14b is automatically set to OUTTF (n) is set (steps S9, S10, S).
11).

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

The detection signal from the driving door switch 37 detects that the driving door is open, and the vehicle speed V
Is less than 3 km / h, it is determined that the vehicle is stopped and the passenger is alighted, and the entry / exit mode is set (steps S9, S12, S13). In this boarding / alighting mode setting process, the position at which the angle between the side supports 14a and 14b is widest is set as the control position OUTTF (n).

In the following, the motor relay output process, that is, the side support control position OUTTF (n) is compared with the position signal P to determine the rotation direction or stop of the motor 25, and the normal rotation signal f or the reverse rotation signal r is output appropriately. Perform processing. As a result, the sandwiching angle between the side supports 14a and 14b is controlled to be an angle corresponding to the control position OUTTF (n) (step S14). Then, control of the sensor power supply, output of the diagnosis signal, and serial communication processing of the RAM monitor are performed (steps S15 to S17).
Next, the detailed operation of the arithmetic processing relating to the AUTO mode described above will be described with reference to FIGS. 3 and 4.

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

Then, the calculation processing of the calculated lateral G, that is, the processing of calculating the lateral G from the vehicle speed V is performed (step S2).
2). Specifically, the calculated lateral G is calculated from the vehicle speed V as shown in Formula 1, but by storing the fractional part of Formula 2 of Formula 1 as a map as shown in FIG. 16, The calculated lateral G is calculated by obtaining the value of Equation 2 from the map and multiplying it by SITA / B. In addition, in Formula 1,
GYB is the calculated lateral G, SITA is the steering wheel angle, V is the vehicle speed, A is the stability factor (0.002), and B is a constant (wheelbase x steering gear ratio).

[0037]

[Equation 1]

[0038]

[Equation 2]

Further, the predicted lateral G is calculated (step S23). The predicted lateral G is predicted by performing the calculation of Expression 3 based on GYB which is the calculated lateral G calculated in step S22. Note that in Equation 3, GYB (n
-1) is the calculated horizontal G and GYB calculated in the previous control cycle
(N) is the lateral G, MGYB calculated in this control cycle
V is a vehicle speed correction map.

[0040]

[Equation 3]

Further, a winker control condition routine as shown in the flowchart of FIG. 5 is executed. In this turn signal control condition routine, the hazard switch 38 is turned off, the turn signal switch 34 is turned on, the accelerator switch 35 is turned on, and the turn signal control condition flag FUINM is set to 1 when the vehicle speed V is 3 km / h or higher. That is, the above-mentioned conditions are assumed to be a state in which the turn signal is output toward the intersection ahead and the vehicle is running while stepping on the accelerator, and the turning at the intersection is predicted. Further, another condition for setting the winker control condition flag FUINM to 1 is when the hazard switch 38 is off, the winker switch 34 is on, the accelerator switch 35 is off, and the brake switch 36 is on. This condition is based on the assumption that the turn signal is output at the intersection and the vehicle is stopped, and the turn at the intersection in the very near future is predicted.

That is, the winker control condition flag FUINM is set to "1" when the turning state is predicted to enter the turning state in the very near future, although the turning state is not yet actually turned.

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

Next, a process for calculating the seat control amount is performed (step S25). Here, regarding the seat control amount, the angle equivalent value in the broken line C direction is a positive control amount and the angle equivalent value in the broken line B direction is a negative control amount with the broken line position A in FIG. 14 as a reference position.

First, steps S22 to S24 described above.
The maximum lateral G of the calculated lateral G, the predicted lateral G, and the lateral G detected by the lateral G sensor 42 is calculated. Then, the seat control amounts GYT, GXT, VT, UNIT corresponding to the above-described maximum lateral G, the front-rear G detected by the front-rear G sensor 43, and the vehicle speed V are obtained with reference to the maps of FIGS. 9 to 11.

The map of FIG. 9 has steps S22 to S24.
Of the calculated lateral G, the predicted lateral G, and the lateral G detected by the lateral G sensor 42 for the maximum lateral G, the sheet control amount GYT
Is stored as a map. That is, in the seat control amount GYT, the lateral G is "0" up to the set value g0, increases linearly from the set value g0 to g1, and becomes the set value α at the set value g1 or more.

The map of FIG. 10 stores the seat control amount GXT for the front and rear G detected by the front and rear G sensor 43 as a map. That is, the seat control amount GXT is "0" in the front and rear G up to g0, increases linearly from the set value g0 to g1, and becomes the set value α at the set value g1 or more.

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

The map of FIG. 12 is a map referred to when the winker control condition flag UINT is "1" in the above-described winker control condition routine. That is, the seat control amount UINT is "0" until the vehicle speed V is Vo, and increases linearly when the vehicle speed V becomes Vo or more.

In step S25, the maximum lateral G is obtained as described above.
When the above maximum lateral G is input, processing for setting the hold flag FHOLD to "1" according to the occurrence frequency is performed.
Further, in step S25, the lateral G is 0.2 g.
It counts the time T seconds from when it exceeds 0.2g to less than 0.2g, and the time T and its lateral G depend on the duration of the lateral G for the time T seconds after 0.2g or less. Hold flag FHOLDGY is set to "1".

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

On the other hand, if it is determined to be "NO" in step S27, that is, the winker control condition flag UNIT is "0".
If it is determined that, the maximum value among the seat control amounts GYT, GXT, VT excluding the seat control amount UNIT is obtained,
The side support target position OUTT is set (step S29).

That is, in the above-described blinker control routine of step S24, when the blinker is issued and the turning is predicted in the very near future, the blinker control condition flag FUINM is set to "1". The maximum value is obtained including the seat control amount UNIT obtained by referring to the map of.

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

On the other hand, even when it is determined "NO" in step S26, if the winker control condition flag FUIM is "0" or the steering angle θ of the steering wheel is less than 60 deg, the side support target position OUTT As a result, the seat control amount VT obtained from the map of FIG. 11 is set.

Next, it is determined whether the hold flag FHOLD set in step S25 is set to "1". If "1" is set, the peak hold time Tph is set.
Is set to "5 seconds", and if "0" is set to "2 seconds", the peak hold time Tph is set. The peak hold time Tph is the side support target position OUTT.
Means the time to hold the side support target position OUTT when is changing in the closing direction. For example, when traveling on a winding road spreading under the driver's eyes, the hold flag FHOLD is set to "1" and the peak hold time Tph is set to 5 seconds. If the peak hold time Tph is "2 seconds" while running on the winding road, the side support from the corner to the next corner may be controlled to open from the closed state, but the peak hold Tph is set to 5 seconds. By doing so, the side support can be kept closed even when the lateral G becomes 0.2 g or less between the corners. Therefore, the peak hold time Tph is set to 5 seconds, which is longer than the normal peak hold time, and the side support is controlled in the closing direction until the vehicle finishes traveling on the winding road spreading under the eyes of the driver, so that a certain level is maintained. It is possible to realize side support control that matches the driver's tension.

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

On the other hand, even if it is determined to be "NO" in step S37 or step S38, if the hold flag FHOLDGY due to the duration of the lateral G is "1" in the determination of step S40, the above step S39.
Is processed.

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

That is, this side support target position OU
TT (n) is the previous side support target position OUTT (n −1
) When it becomes the above, the side support target position OUTT (n) this time is set as the side support control position OUTTF.

On the other hand, this side support target position OUTT
(N) is the previous side support target position OUTT (n −1)
If it becomes smaller, after performing peak hold for T seconds, the previous side support control position OUTTF (n −
The value obtained by subtracting "1" from 1) becomes the side support control position OUTTF.

That is, as shown in FIG. 8, even if the side support target position OUTT peaks at time t1 and changes in the opening direction, the peak hold time Tph maintains the peak state of the side support control position OUTTF. And
After the peak hold time Tph has elapsed, the side support control position OUTTF is linearly decreased.

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

[0064]

As described above in detail, according to the present invention, the frequency of occurrence of the lateral G generated in the vehicle body is detected, and when the frequency of occurrence is large, the side support position is held for a longer peak hold time than usual. Therefore, it is possible to provide the seat side support control device capable of controlling the seat side support position so as to match the driver's tension.

[Brief description of drawings]

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

FIG. 2 is a flowchart showing a main routine.

FIG. 3 is a flowchart showing a part of an AUTO mode routine.

FIG. 4 is a flowchart showing a part of an AUTO mode routine.

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

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

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

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

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

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

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

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

FIG. 13 is a perspective view showing a seat.

FIG. 14 is a diagram showing a configuration of a side frame of a seat.

FIG. 15 is a perspective view showing a peripheral mechanism of a motor that moves a side frame of a seat.

FIG. 16: Vehicle speeds V and V ² / (1 + AV ² ) And a map showing characteristics.

[Explanation of symbols]

14a, 14b ... Side support, 31 ... Controller, 32 ... Motor drive circuit, 33 ... Position sensor, 34 ...
Turn signal switch, 35 ... Accelerator switch, 36 ... Brake switch, 37 ... Driving door switch.

Claims (1)

[Claims] 1. A drive mechanism for controlling a side support position, a determining means for determining a side support position according to at least a lateral G generated in a vehicle body, a storage means for storing the side support position determined by the determining means, and a predetermined device. Position control means for operating the drive mechanism so as to reach the side support position stored in the storage means for each time, frequency detection means for detecting the occurrence frequency of the lateral G, and occurrence frequency of the lateral G by the frequency detection means. And a means for holding the side support position stored in the storage means for a peak hold time longer than usual when the above is large.