JPS6167663A - Positon setter mountable on vehicle - Google Patents

Abstract

PURPOSE:To protect human body under positional regulation from holding by comprehending the position of such as a steering wheel continuously through a position signal generator while monitoring the varying speed of position during positional regulation and deciding to be overload when said speed has dropped below predetermined level. CONSTITUTION:It is comprised of motor M1 for driving a seat rotary mechanism for rotating the driver seat around a vertical axis and motors M2, M3 for driving a tilt steering mechanism and a telescopic steering mechanism respectively. Upon command of positional regulation, each motor M1-M3 is driven to detect respective position through potentiometers PM1-PM3. Here, the varying speed of the outputs from the potentiometers PM1-PM3 is monotored and lowering of said speed below predetermined level is considered to be overload due to holding of human body or material so stop said regulation.

Description

[Detailed Description of the Invention] [Objective of the Invention] [Field of the Invention] The present invention relates to a posture setting device for on-vehicle equipment that electrically positions the posture of a steering operation section, an on-vehicle seat, etc. on a vehicle. Concerning safety measures against objects getting caught during posture adjustment.

[Prior Art] Generally speaking, when it comes to vehicles, the driver who drives the vehicle should be able to perform all driving operations easily.

In addition, the driver seat position, steering wheel position, etc. can be freely adjusted so that various mechanisms can be retracted to make getting on and off the vehicle easier.

Especially the tilt angle of the steering wheel these days.

It has been proposed that the steering wheel's posture, such as the length of its rotation axis, is set electrically (for example, Japanese Patent Application No. 1983-
No. 130884).

By the way, what you must be careful about with this type of electric device is that there is a risk of one person's limbs or objects getting caught in the position iia''!i.Therefore, conventionally,
In this type of device, overload of the drive system is detected, and if overload is detected, the drive motor is stopped.

Overload detection has conventionally been performed by monitoring the current flowing through the electric motor.

[Jl! [Problems that Ming attempts to solve] However,
The current value of a motor varies widely among individual motors and also changes depending on the ambient temperature, etc., so this method is extremely difficult to judge overload, and the reliability of overload judgment is low.) .

The present invention improves the reliability of overload detection, minimizes damage to the person or object even if a person or object is caught during posture adjustment, and ensures driving safety. The purpose is to

[Structure of the Invention] [Means for Solving the Problems] In order to achieve the above object, the present invention uses a position signal generator such as a potentiometer to constantly grasp the attitude of a controlled object (for example, a steering wheel). However, while the posture is being adjusted, the speed of change in the posture is monitored, and when the rate of change becomes less than a predetermined value, it is determined that there is an overload, and a predetermined operation is performed.

[Operation] For example, in the case of a potentiometer, an analog signal proportional to the posture can be obtained as an output. If the speed of change in posture is constant, then the speed of change in the output level of the potentiometer is constant. 0 Normally, the output of the motor is constant and the size of the load is also approximately constant, so the speed of change in posture is constant. It is.

However, if something is caught between them, the load increases and the speed of change in posture becomes slower. Therefore, for example, by continuously sampling the output level of the potentiometer at a predetermined period and monitoring the difference in attitude information (analog level) between each sampling, that is, the rate of change, it is possible to reliably determine whether there is an overload.

[Effects] As described above, according to the present invention, overload can be reliably detected by monitoring the speed of change in positional information while the motor is being driven. If overload can be detected reliably, there is no need to install a limit switch at the limit position as in the past in order to limit the movement range of the mechanism, and it is only necessary to provide a simple stopper (automatically stops when overload is detected). ), it is possible to reduce the cost of the device.

[Example] The embodiments of the present invention will be explained below with reference to one drawing.

FIGS. 1 and 2 show the vicinity of the driver's seat of an automobile equipped with an on-vehicle attitude setting device embodying the present invention. The attitude setting device of this embodiment adjusts the tilt angle of the steering wheel 10 to l! ll! ! A tilt steering mechanism that adjusts the length of the rotation axis of the steering wheel 10, a telescopic steering mechanism that adjusts the length of the rotation axis of the steering wheel 10, and a seat rotation mechanism that rotates the seat 5 about a vertical axis. The state shown in Fig. 1 is the normal driving posture, and the state shown in Fig. 1 is the normal driving posture.
The state shown in the figure is the posture for getting on and off.

In this embodiment, when setting the posture for getting on and off in 1, as shown in FIG.
Rotate the seat 5 to face the entrance.

The telescopic steering mechanism is oriented at a predetermined position.

Switch 5WI-5W4 is the steering wheel 10
This is a manual switch for manually adjusting the tilt angle and length of the rotation axis.

The switch ASW is an auto switch for setting whether or not to automatically set the posture for getting on and off when getting on and off the vehicle. The switch MSW is a manual away switch that instructs the setting of a posture for getting on and off the vehicle under specific conditions.

In addition to this, there are also positions not shown (positions that are difficult to operate).
is equipped with a selection switch (SEL) for selecting conditions for setting the posture for automatic getting on and off.

In Figure 1, 2 is the ignition key (i.e. engine key) and 3 is the transmission shift lever.
(in this example, automatic transmission), and 4 is a parking brake lever.

The seat base that supports the seat 5 is fixed to a rotating table (122) located below the seat base, and the rotating table is pivotally connected to a base (123). The vehicle rotates approximately 30 degrees from the driving position shown in Figure 2 to the boarding position shown in Figure 2.

Rotating stand 122 provided below the seat 5. The plane of the base 123 etc. is shown in FIG. 3a, the front surface is shown in FIG.
Figure rIIc-mechanism; TC line cross section is shown in Figure 3c. Referring to these drawings, a shaft 125 passes through a hole in a base 123, and the tip of this shaft 125 is attached to a rotary table 122.

A spherical recess 126 for a ball holder is formed on the circumference of the base 123 centered on the shaft 125. A steel ball 127 is inserted into the recess 126, and the m-ball 127 is inserted into the base. A ring 128 welded to 123 holds the steel ball 127 in place, and this ring 128 prevents the steel ball 127 from falling off. A plurality of similar depressions and steel balls are arranged at predetermined angles on the circumference around the shaft body 125, and these steel balls 127 are supported by the base 123, and these steel balls 127 are supported by the rotating table. 122
supporting the

The shaft body 125 has a gear 1 as clearly shown in the third c.
29 is fixed to this gear 129.

A worm (not shown) is mechanically coupled to a DC motor l30 via a vehicle gear (not shown).
The rotating shaft (Ml in FIG. 6) is mechanically coupled.

Note that a potentiometer PMI for posture detection, which will be described later, is coupled to the worm. When the DC motor 130 is driven in the normal direction, the rotary table 122 rotates clockwise, and when the DC motor 130 is driven in the reverse direction, it rotates counterclockwise.

Braking means 1321 and 1322 that apply frictional resistance to the rotation of the rotary table 122 when the rotary table 122 is in the operating position are provided between the rotary table 122 and the base 123, and the rotary table 1
Control means 1331, 1332 are provided for imparting a frictional resistance to the rotation of the turntable 122 when the turntable 122 is in the ingress/egress position.

FIG. 4a shows a horizontal cross section of the check lever attachment part of the door mechanism; Referring to FIG. 4a, a door check 135 is secured to the door mechanism;

A check lever 136 whose one end is pivotally attached to the vehicle body passes through this door check 135. In addition, the door mechanism;
0 is pivotally attached to the vehicle body with upper and lower hinges, and can rotate within the range of AR2.

Fig. 4b shows a cross section IVB--B in Fig. 4a, and Fig. 4C shows a cross-section IVC-IVC in Fig. 4a.

Referring to these, the other end of the check lever 136, that is, the end that penetrates the door check 135 and enters the space between the outer cover and the inner cover (inner space of the door cover) of the door mechanism; , stopper 137 and striker 1
38 is fixed.

In the door mechanism 0, an engager 139 is engaged with and pushed by the striker 138 from the door 1/2 open position to the door fully open position when the striker 138 moves in conjunction with the movement from the door fully open to the door fully closed. It is slidably attached to the guide bar 140. The engaging member 139 is pushed toward the door check 135 by the coil spring 141, but as shown in FIG. 4C, the striker 138
At the position where the engaging element 139 collides with the engaging element 139, the engaging element 139 hits an arm (stopper) that supports the guide bar 140,
It does not move any further to the door check 135 side.

A magnet 142 is fixed to the engaging element 139,
As shown in FIG. 4C, the engaging element 139
A reed switch DSW (door switch) is disposed at a position facing the magnet 142 when the door switch is in the stop position on the 35 side. When the door (10) is from fully open to half open (172 open), the permanent magnet 142 faces the reed switch DSW as shown in FIG. level), and when the opening degree of the door mechanism; 0 becomes less than 1/2, the magnet 142 moves to the left (Fig. 4c),
The reed switch DSW outputs a door close signal (high level).

Fig. 5a shows the positioning time when the steering operation part is viewed from the left side, Fig. 5b shows a cross section along the Vb-Vb line in Fig. 5a, and Fig. 5c shows a cross section along the Vc-VC line in Fig. 5a. Fifth
Fig. d shows the view from the Vd direction of Fig. The figure shows an exploded perspective view of the screw nut mechanism.

Referring to FIG. 5a, the tilt steering mechanism A, which adjusts the angle of the upper main shaft mechanism to which the steering wheel IO is attached, with respect to the lower main shaft 70, is connected to the body 13 constituting the dash board.
The play-away bracket E 4 is installed below the bracket 14, and the DC motor B (
M2) in FIG. 6, a reduction gear 4ffC connected to this DC motor B, a screw nut mechanism connected to this reduction mechanism C, and the breakaway bracket 1.
4, and is provided with an upper bracket 15 which is pivoted by a screw nut mechanism.

Referring to FIG. 5b, output shaft 1 of DC motor B
Worm ■7 is fixed to the tip of 6, and this worm 17
The worm wheel 18 of the reducer @C is engaged with the worm wheel 18 of the reducer @C.

The deceleration Ia mechanism C reduces the rotational speed of the driving force of the DC motor B, increases the torque, and transmits the driving force to the screw nut mechanism 1-mechanism. To explain wtJ mechanism mechanism groove formation.

The worm wheel 18, to which the rotational force from the DC motor B is transmitted, is fixed to a shaft 19.
9 is rotatably supported on both side walls of the housing 20 and the cover 36 via bearing bushes 21 and 22. Further, a gear 23 is fixed to the shaft 19, and this gear 23 meshes with a gear 25 fixed to the end of a screw shaft 24 of a screw nut mechanism.

The fifth brjI! is attached to a predetermined shaft of the reduction mechanism C. A potentiometer PM2 shown at I is coupled thereto. This potentiometer PM2 detects the rotation angle of the gear 23,
Tilt angle of upper main shaft mechanism;

That is, the tilt angle of the steering wheel 10 is detected.

The screw nut mechanism will be explained with reference to FIG. 5c. The screw shaft 24 has two bearings 3
1.32, the housing 20 and the housing 2
It is rotatably supported by a fixed member 34 fixed at zero. The housing 20 has a bolt 2 in FIG. 5a.
It is fixed to the breakaway bracket 14 by 0c, 20d and 20e. The gear 25 is spline-coupled (35) to the end of the screw shaft 24, thereby making it rotatable together with the screw shaft 24.

Further, a cover 36 is attached to the housing 2 so as to cover the gear 25.
Fixed to 0. A female threaded portion 38a of a nut 38 of a nut member 37 is screwed into the male threaded portion 24a of the screw shaft 24. The nut member 37 is the fifth di!
i, as shown in Figures 5e and 5f, it consists of a resin nut 38 and a metal holding member 39,40,
Both (38 and 39.40) are integrally molded in advance and then assembled onto the screw shaft 24.

Circular cross-sectional parts 39a and 40a are formed on the side surfaces of the holding members 39 and 40, and male threaded parts 39b and 40b are formed at the ends thereof, respectively. Also Natsuto 38
As shown in Fig. 5f, slits 38b and 38c are formed in the radial direction, and the left half and right half of the nut 38 in Fig. 5f are connected by a thin portion 38d on the outer periphery. The reason why the nut 38 is shaped like this is that
When assembled as shown in Figure 5c, the nut 38
This is to generate a suppressing force on the screw shaft 24 side, which is in the radial direction.

Suppression means 41A and 41B are provided on the outer periphery of both ends of the nut 38 of the nut member 37 for pressing the nut 38 inward in the radial direction.

One suppressing means 4LA consists of a rubber tubular suppressing member 41 and a metal holder 43 on its outer periphery, and the other suppressing means 41B consists of a rubber tubular member 42 and a metal holder 44 on its outer periphery. There is.

Referring to FIG. 5e, two annular grooves 38e and 38f are formed on the outer periphery of the nut 38, and these tIIg3
Annular protrusions 41a and 42a formed on the inner periphery of rubber tubular suppressing members 41 and 42 are fitted into 8e and 38f. This is provided to prevent the suppression members 41, 42 from disengaging in the axial direction with respect to the nut 38. For the same purpose, an annular groove 41b is provided on the outer periphery of the suppressing member 41,42.
42b, and annular protrusions 43a, 44a are formed on the inner circumference of the holder 43, 44 so as to fit therewith.

Circular cross-section portions 39a, 4 of the fully bent holding member 39.40
0a has two links 51 and 52 as shown in Figure 5C.
One end is fitted and pivotally mounted by nuts 55 and 56 through washers 53 and 54. Codes 51a, 52
a is a bent portion formed in the links 51 and 52. Note that the holders 43 and 44 have two
plates 57.58. and bolts 59 and 60 so that they are not separated from each other in the axial direction.

The other end of the link is connected to a boss member 64.6 by a bolt 61, a washer 62 and a nut 63 as shown in FIG. 5C.
5, it is pivotally attached to the end of the upper bracket 15 described above.

Therefore, when the DC motor B rotates, its rotational force is transferred to the output shaft 16. Warm 17. Worm wheel 18.
Gear 23. Gear 25. The signal is transmitted to the screw shaft 24 in order, and the screw shaft 24 rotates at a low speed around its axis. A nut member 37, a tubular suppressing member 41, 42, and a holder 43 are screwed onto the shaft 24.
．． 44 moves in the axial direction of the shaft 24.

This causes links 51 and 52 to move in that direction.

The upper bracket 15 swings and the steering wheel lO tilts.

Screw shaft 2 in screw nut mechanism
4 and the nut 38 are shown in FIG. 5h. In this embodiment, the nut 38 has slits 38b and 38c, and an elastic tubular suppressing member 41.4 made of rubber on the outer periphery.
2 to the center side in the radial direction by metal holders 43 and 44. Therefore, no gap is created between the mutually adjacent threaded slopes 241, 242 of the male threaded portion 24a and the female threaded slopes 381, 382 that are in contact with them during any operation.

In addition, since the nut 38 is made of resin, it is advantageous in terms of noise and wear. FIG. 51 shows the configuration of a telescopic steering mechanism located closer to the steering wheel 10 than the tilt steering mechanism FIG. 5j shows a cross section taken along the line Vi-Vi in FIG. 51. The telescopic steering mechanism will be explained with reference to these drawings. The upper main shaft mechanism is the shaft 212. The shaft 2
12 through a joint shaft 213 that serves as a tilt center.A hollow outer shaft 214. and an inner shaft 215 fitted to the outer shaft 214 so as to be movable in the axial direction. The left side of the shaft 212 in the drawing direction is connected to a steering gear (not shown). Furthermore, a serration portion is formed on the right side of the inner shaft 215 in the direction of illustration, and a support member of the steering wheel 10 is engaged with the serration portion.

Therefore, when the steering wheel 10 is rotated, the axial serrations 214a and 2 formed on the outer peripheral surface of the inner shaft 215 and the inner peripheral surface of the outer shaft 214 are rotated.
The inner shaft 215 and the outer shaft 214 rotate through the shaft 15a, and the main shaft 212 rotates.

The outer shaft 214 is attached to a fixed bracket 217 that is rotatably supported on the vehicle body by a shaft (not shown), and the pair of bearings 2L are attached to the fixed bracket 217.
It is rotatably supported by 8a and 218b. Further, the inner shaft 215 is supported by a movable bracket 219 via a bearing 220. Movable bracket 219
The left end portion shown in FIG. 51 is the fixed bracket 217.
It is fitted to the outer periphery of the right end so as to be movable in the left-right direction in the drawing.

Further, the right end portion holds the bearing 220 together with the stopper 230 that is locked to the inner shaft 215 .

At the lower left end of the movable bracket 219 is a nut part.

221 is formed, and a screw 222 that engages with the nut portion 221 is rotatably supported at the right end of the fixing bracket 217. In addition, the support bracket 22
3 is fixed to a fixed bracket 217. and,
The support bracket 223 covers the screw 222 and secures a movement space for the screw 222 (see FIG. 5j).

A gear 243 is disposed integrally with the screw 222 at the left end portion of the screw 222, and meshes with a worm gear 226 attached to a shaft 225 of a DC motor 224 (M3 in FIG. 6).

Note that the DC motor 224 is attached to the fixed bracket 217. Therefore, when the motor 224 rotates, the screw 222 rotates. As a result, the nut portion 221
moves on the screw 222 along its axial direction.

A movable bracket 219 having a nut portion 221 is moved forward and backward relative to the fixed bracket 217. Therefore, the inner shaft 215 is inserted into and removed from the outer shaft 214.

Note that the inner shaft 215 is provided with a switch device 231.
232 are retained and these switch devices 231.23
2 is fixed to a movable bracket 219.

FIG. 6 shows an electric circuit of an on-board attitude setting device provided in the automobile shown in FIG. Please refer to FIG. Electronic control bag! i! 100 includes a microcomputer CPU
, power supply circuit PWI, FW2. Reset circuit R8C,ji
b Running detection circuit RDC, standby signal circuit SSC, interface circuit IFC, Jl! Swing circuit ○SC, AID
Converter ADC, relay driver RDI, RD2. RD3
．． Overcurrent detection circuit CDI, CD2. CD3. CD4. Amplifier AMl, relay RLI, RL2. Rb2. Rb4°Rb5 and Rb6 etc. are provided.

Microcomputer CPU used in this example
is M88850 of Fuji series. This microcomputer CPU is a single-chip microcomputer with a 4-bit configuration, and has a predetermined read-only memory R.
It is equipped with OM and read/write memory RAM, and also has an internal timer/counter. Engineering／○Boat maximum is 37
It's a book.

It is composed of C-MOS process, and in standby mode, it can read and write memory RAM with low power consumption.
The contents can be retained.

The power supply circuit PVI increases the power of the on-board battery BT by +5■
The reset circuit R5C generates a reset signal when the power is turned on, the runaway detection circuit RDC generates a reset signal when a pulse signal does not arrive from the CPU for a predetermined time, and the power supply circuit PW2 converts the voltage to a predetermined voltage. Vsb and V
Generate sc. The standby signal circuit receives a standby signal from the CPU (generated after a predetermined time after away completion)
When arrives, cpυ is put into standby mode and the power output of P mechanism;2 is turned off. The interface circuit NFC generates TTL (transistor-transistor-logic) level signals according to the states of various switches.

In addition, the oscillation circuit O8C generates a clock pulse to be given to the microcomputer CPU, and the relay driver RDI
, RD2 and RD3 respectively control the two relays connected to them according to instructions from the CPU, and overcurrent detection circuits CDI, CD2 and CD3 respectively control the two relays connected to them according to instructions from the CPU.
I・Rb2. Rb2・Rb4. The presence or absence of overcurrent in the current flowing through the DC motors M1, M2, and M3 via Rb5 and Rb6 is monitored, and the overcurrent detection circuit CD4 monitors the presence or absence of overcurrent in the relays in relay drivers RDI, RD2, and RD3.

The A/D converter ADC used in this example is:

It is equipped with five analog input channels, and one of them is selected depending on the states of control terminals Go, CI, and C2. The converted digital data is output as a serial signal from the output terminal OUT in synchronization with a clock pulse applied to the terminal CLK. Terminal C8 is a chip select.

The switches connected to the interface circuit TFC will be explained. SSW is a vehicle speed sensor. Specifically, the speedometer cable is a reed switch located near the connected permanent magnet. In other words,
If the vehicle is moving, the switch SSW opens and closes accordingly. In this example, four pulse signals are generated per revolution of the meter cable. The output terminal of the vehicle speed sensor SSW is
It is connected to the external interrupt terminal IRQ of the CPU via the interface circuit IFC. PSW is a parking switch that opens and closes in conjunction with the parking brake lever 4.

MSW is a manual away switch that instructs manual away operation. The DSW is a door switch that opens and closes in response to the opening and closing of the door, as described above. SEL is a selection switch for selecting one of the riding position conditions in automatic mode.

Any one of the parking switch PSW, manual away switch MSW, and door switch DSv is connected to the input port P1 of the CPIJ via the interface circuit IFC. KSII is a key switch (
(also called an unlock warning switch).
ASII is an auto switch that specifies whether to enable or disable the automatic getting on/off posture setting mode when getting on/off. The regulator REG is a device that stabilizes the output of an alternator (generator) coupled to the output shaft of the engine.

The seat driving DC motor M1 is connected to relays RLI and R.
A tilt drive DC motor M2 is connected to relays RL3 and RL4.

A direct current motor M3 for driving the telescope is connected to relays RL5 and RL6.

Potentiometer PM to detect seat posture, steering wheel tilt posture and telescope posture
The output terminals of I, PM2 and PM3 are.

Via an amplifier AMI, each is connected to the input channels AO, At and A2 of the A/D converter. Manual posture setting switch swi, sW2. One end of SW3 and SW4 is connected to each tap of a resistive voltage divider connected to the power supply line, and the other end is commonly connected to A.
Connected to input channel A3 of ID converter ADC. In addition, the output terminal of the resistor voltage divider connected to the output of battery BT is connected to input channel A of A/D converter ADC.
Connected to 4.

Therefore, by selecting a predetermined channel and reading the output of the A/D converter, the microcomputer CPU
The seat position, steering wheel tilt position, telescope position, manual position setting switch (S
WI-8W4) condition.

and the output voltage of battery BT can be known.

Figure 7a, Figure 7b, Figure 7c, Figure 7d, Figure 7e,
Figures 7f, 7g, 7h and 71 schematically show the operation of the microcomputer CPU.

Show the work. The operation of the apparatus will be described below with reference to these drawings. In addition, Figures 7a to 7hl! The main registers, flags, etc. used in l are as follows.

Away flag (AP): Set to 1 during the operation of setting the vehicle to the away position, that is, the position for getting on and off.

Return flag (RF): Set to l during return, that is, the operation of returning from the getting-on/off position to the driving position.

Tilt refresh flag: Set to 1 when the memory posture for driving of the tilt mechanism is updated.

Telescope refresh flag: Set to 1 when the driving posture of the telescope mechanism is updated.

Tilt reversal flag: Set to 1 when an overload is detected in the tilt mechanism, and cleared to 0 after a predetermined stroke reversal, after a predetermined period of reversal, or when a predetermined posture is detected.

Telescopic reversal flag: Similar to the tilt reversal flag, tilt stop flag: Set to 1 when a motor lock (overcurrent), time over, or overload (low posture change speed) is detected in the tilt mechanism. Ru.

Telescopic stop flag: Same as tilt stop flag Top dead center flag (UF): Set to 1 when it is determined that the attitude of the tilt mechanism is at top dead center.

Bottom dead center flag (D F): Set to 1 when it is determined that the attitude of the tilt mechanism is at the bottom dead center.

Longest point flag (LP): Set to 1 when it is determined that the posture of the telescope mechanism is at the longest point.

Shortest point flag (S F): Set to 1 when the attitude of the telescope mechanism is determined to be at the shortest point.

Tilt timer: Timer to know the drive time of the tilt mechanism: Counts up by one every time 80 m5ec elapses.

Telescope timer...Telescope 8! Timer to know the driving time of the structure: Counts up by one every time 80 m5ec elapses.

Sheet timer: A timer for knowing the drive time of the seat drive mechanism: Counts up by one each time a timer interrupt is executed.

13Qm3ec counter... Counts up by one each time a timer interrupt is executed, and counts up from 0 again after counting 80 m5ec.

Vehicle speed timer: Timer that measures the period from one falling edge of the signal from the vehicle speed sensor SSW to the next falling edge: 8Q
Each time m5ec elapses, one count is increased by 1-up.

Tilt reversal timer: Counts the time from when the reversal flag of the tilt mechanism is set to 1, and is cleared to 0 when this time reaches t3.

Telescopic reversal timer: Same as tilt reversal timer.

Seat reversal timer: Same as tilt reversal timer.

Standby timer: Timer for putting the CPU into standby: Generates a standby signal after a predetermined time t' has elapsed.

When the microcomputer CPU is powered on, it executes processing from the beginning (start) of the main routine shown in FIG. 7a, but in addition to that processing, it executes two processes. One is external interrupt processing (see Figure 7g) in response to an external interrupt from the vehicle speed sensor SSW, and the other is timer interrupt processing (see Figure 7f) that is performed every time the internal timer counts a predetermined value. In this example, a timer interrupt occurs every 5m5ec.

First, external interrupts will be explained. In this interrupt, the value of the vehicle speed timer, which roughly measures the vehicle speed, is cleared to O every time this external interrupt is processed.

Further, the value of the vehicle speed timer is counted up by the timer interrupt processing executed every 5m5ec. Therefore,
When an external interrupt occurs, the time is always from the end of the previous interrupt to the current time.

In this example, the external interrupt occurs at the falling edge of the vehicle speed signal, so the value of the vehicle speed timer corresponds to one cycle of the vehicle speed signal. Actually, in order to avoid the influence of variations in sensor duty, sampling is performed four times and the average value is detected. For this purpose, four vehicle speed registers SPO, SPI, SP2 and SF3 are used.

Each time an external interrupt is processed, each register SP3゜SF
The contents of register SP2.3 and SPI are stored in register SP2.3 and SPI, respectively. SP
I and SPO, and the latest vehicle speed is stored in register SP3.
to go into.

Then, add the contents of four registers SPO to SP3,
The result is the measured vehicle speed. However, since this value is the cycle of the vehicle speed pulse, a larger value corresponds to a smaller vehicle speed, contrary to the normal vehicle speed.

Next, timer interrupts will be explained. When the internal timer of the microcomputer counts 5m5ec, the result shown in Figure 7f is '
Jump to the first part of the timer interrupt. Then, save the contents of various registers, set the first timer interrupt, read the status of various input ports, and
Increment the counter by +1.

If the value of the 8Qmsec counter has not reached 80m5ec, the contents of the register are restored and the process immediately returns to the main routine, but if the value of the counter is 80m5ec, the next process is further performed.

First, the value of the 80 m5ec counter is cleared, and the vehicle speed timer, tilt timer, telescopic timer, and seat timer are incremented by 1. Next, the A/D converter ADC is controlled to obtain a tilt attitude and a telescope attitude.

Reads the seat posture, battery voltage, and state of the manual posture setting switch (SWI to 5W4).

Next, the average speed of posture change is determined from the obtained posture information. The processing of tilt posture will be explained.

In this example, in order to hold the tilt attitude information for four times, four tilt attitude registers TIPm (m=0 to 3) are used.
), and five tilt speed registers Tl5Pn (
n=o~4).

The latest tilt posture is in the register TIPO,
The previous tilt attitude is included in TIPI, and the previous tilt attitude is included in TIP2.

In this example, the difference (absolute value) between the previous posture and the latest posture value is entered into the tilt speed register Tl5PO. Other tilt speed register Tl5PI.

Tl5P2. ... numbers contain the previous tilt speed, the tilt speed before the previous time, and so on, respectively.

Therefore, the five pieces of tilt speed information are added and the result is stored in register Tl5P as the tilt speed measurement result. After this, each tilt attitude register TIF(+w)
The contents of each tilt speed register Tl5P(n) are transferred to TIP (layer +1) and the contents of each tilt speed register Tl5P(n) are transferred to TIP (layer +1).
Transfer to 1).

Processing for the telescope posture and seat posture is the same as for the tilt posture. TEP (m) is a telescopic posture register, TESP (n) is a telescopic speed register, 5EP (■) is a seat posture register,
S E P (n) is the sheet speed register.

If the tilt refresh flag and the telescope refresh flag are 1, the respective tilt attitude registers TTP
0 and the contents of the telescopic attitude register TEPO are stored in memory as each new stored attitude.

Next, for each of the tilt mechanism, telescope mechanism, and seat drive mechanism, the presence or absence of overload is monitored, and conditions for stopping the reverse rotation are determined based on the overload detection.

First, the tilt mechanism will be explained. If the tilt motor M2 is off, proceed to the next step without doing anything; if the tilt motor M2 is on, proceed to the next step.1 Since the tilt reversal flag is normally 0, proceed to overload detection. However, if the value of the tilt timer is less than or equal to the predetermined time t1, overload detection is masked to avoid detection of inrush current when the motor is turned on.

If the tilt timer is greater than or equal to t1, three conditions are determined. One is the detection of large current detected by each overcurrent detection circuit CDl-CD3. This occurs when the motor locks up. The other problem is an overflow of the tilt timer.1 Normally, posture setting is completed in about 2 to 3 seconds, but if an abnormality occurs, the motor may be driven continuously for a long time.

Therefore, in this example, if the tilt drive time reaches 5 seconds, it is determined that there is an abnormality.

Another condition is the rate of change of the tilt attitude.

Information on the rate of change of the tilt attitude is stored in the register Tl5P as described above. In normal operation,
Since the attitude information changes at a predetermined slope while the motor is driving, the value of register Tl5P is compared with a predetermined value preset in the program, and if the attitude change speed is slower than the predetermined value, it is determined that there is an overload. I can do it.

If even one of these three conditions is abnormal, the tilt stop flag is set to 1.

As will be described later, in the main routine, when the tilt stop flag becomes 1, the tilt reverse flag is set to 1. When the tilt reversal flag becomes 1, the process proceeds to determination of the conditions for stopping the reversal operation. The conditions for this judgment are 3 in this example.
There is one. Stroke has the highest priority.

That is, the posture when the overload was detected is compared with the current posture, and when the stroke reaches a predetermined value, the reverse mode is canceled. Normally, this determination causes the motor to stop. Another condition is when a predetermined posture is reached, and the other condition is when the time in reverse mode reaches a predetermined value (t3) (in other words, when the time is over)
It is.

When any one of these conditions is met, the tilt reversal flag is cleared to O and the tilt reversal timer is cleared.

Next, proceed to the processing of the telescoping mechanism. As in the case of the tilt mechanism, if the telescope motor M3 is off, the process proceeds to the next step without doing anything; if the motor M3 is on and the telescope reversal flag is O, the process proceeds to overload detection. In this case as well, overcurrent detection.

The three conditions of overblow of the telescopic timer and the rate of change of the telescopic attitude are determined, and if any one of them is abnormal (overload), the telescopic stop flag is set to 1.

As will be described later, in the main routine, when the telescopic stop flag becomes 1, the telescopic reversing flag is set to 1. When the telescopic reversal flag becomes 1, a reversal stop condition is determined. There are also three conditions: when the stroke during reversal exceeds a predetermined value, when the telescope posture reaches a predetermined state, and when the reversal time reaches a predetermined time t3. When two conditions are met, the telescopic reversal flag is cleared to O and the telescopic reversal timer is cleared.

Next, the process proceeds to the sheet drive mechanism. As in the case of the tilt mechanism, if the seat motor Ml is off, the process proceeds to the next step without doing anything. When the motor M1 is on and the seat reversal flag is O, the process proceeds to overload detection. In this case as well, three conditions are determined: overcurrent detection, seat timer overflow, and seat posture change speed, and either If even one of them is abnormal (overload), the sheet stop flag is set to 1.

As will be described later, in the main routine, when the seat stop flag becomes 1, the seat reversal flag is set to 1. When the seat reversal flag becomes 1, the reversal stop condition is determined. There are three conditions: when the stroke during reversal exceeds a predetermined value, when the seat posture reaches a predetermined state, and When the reversal time reaches the predetermined time t3, the sheet reversal flag is cleared to 0 and the sheet reversal timer is cleared when any one of the conditions is satisfied.

Next, check the output of overcurrent detection circuit CD4 and check whether relay RLI
~RL8): Check whether overcurrent is flowing, and if overcurrent is flowing.

Set the relay off.

Next, the main routine starting from "START" in FIG. 7a will be explained.

When the power is turned on, initial settings are performed first. That is,
Set the output port to the initial state (motor off) and clear the contents of the memory used as counters, registers, flags, etc. Note that the tilt and telescope attitude information previously stored in the memory is rewritten to predetermined values.

Next, check the output of regulator REG.

A predetermined voltage (battery voltage) appears in the regulator REG when the engine is operating, but when the engine is stopped, the voltage becomes zero. Therefore, by monitoring the output of the regulator REG, it is determined whether or not the engine is operating. While the engine is operating, manual attitude adjustment is permitted in accordance with the operation of the manual attitude setting switch swL-8W4.

When there is a change in the switches 5wt-8w4, the contents of the tilt timer and telescopic timer are cleared.

When there is a manual tilt up instruction (SWI is on), telescope motor M3 is set to OFF, tilt motor M2 is set to drive in the direction of tilt up,
Clear flags UF and DFt-0. Furthermore, the away flag AF and return plug RF are cleared to 0, the refresh flag is set to 1, and the standby timer is cleared.

With this setting, the motor M2 is driven while the switch SW1 remains on, and the tilt mechanism is
Adjust the attitude of the steering wheel little by little in the tilt-away direction (up direction). However, if an overload or the like is detected and the tilt stop flag is set to 1, the tilt motor M2 is set to OFF, the flag UP is set to 1, and the tilt stop flag is cleared to 0. In this state, the motor M2 will not operate unless the flag UF is cleared, so even if the switch SW1 is kept pressed, the posture will not change any further.

When there is a manual tilt down instruction (SW2 is on), the telescope motor M3 is set to OFF, the tilt motor M2 is set to drive in the tilt down direction,
Clear flags UF and DF to O. Furthermore, the away flag AF and return flag RF are cleared to O, the refresh flag is set to 1, and the standby timer is cleared.

With this setting, the motor M2 is driven while the switch SW2 remains on, and the tilt mechanism is
Adjust the attitude of the steering wheel little by little in the tilt-down direction. However, if an overload or the like is detected and the tilt stop flag is set to 1, the tilt motor M2 is set to OFF, the flag DF is set to 1, and the tilt stop flag is cleared to O. In this state, unless flag DF is cleared, motor M2
does not operate, so even if switch SW2 is kept pressed, the posture will not change any further.

When there is a manual telescopic extension instruction (SW3 is on), tilt motor M2 is set to off.

The telescopic motor M3 is set to drive in the direction of telescope extension, and the flags LF and SF are cleared to 0. Furthermore, the away flag AF and return flag RF are cleared to 0, the refresh flag is set to 1, and the standby timer is cleared.

With this setting, the motor M3 is driven while the switch SW3 remains on, and the telescope mechanism extends the shaft of the steering wheel little by little in the direction of extending the telescope. However, if an overload or the like is detected and the telescopic stop flag is set to 1, the telescopic motor M3 is set to OFF, the flag LF is set to 1, and the telescopic stop flag is cleared to 0. In this state, the motor M3 will not operate unless the flag LF is cleared, so even if the switch SW3 is kept pressed, the posture will not change any further.

When there is a manual telescopic shortening instruction (SW4 is on), the tilt motor M2 is set to off.

The telescopic motor M3 is set to be driven in the direction of shortening the telescope, and the flags LF and SF are cleared to 0. Furthermore, the away flag AF and return flag RF are cleared to 0, the refresh flag is set to 1, and the standby timer is cleared.

With this setting, the motor M4 is driven while the switch SW4 remains on, and the telescope mechanism shortens the shaft of the steering wheel little by little in the direction of shortening the telescope.

However, if an overload or the like is detected and the telescopic stop flag is set to 1, the telescopic motor M3 is set to OFF, the flag SF is set to 1, and the telescopic stop flag is cleared to 0. In this state, the motor M3 will not operate unless the flag SF is cleared, so even if you keep pressing the switch SW4, the posture will not change any further.
In this example, when the output of the regulator REG is zero, that is, when the engine is stopped, the automatic attitude setting operation is started. However, in this example, if the auto switch ASW is off or if the voltage of the battery BT is abnormal, the automatic attitude setting operation is canceled. The battery voltage is
In this example, if it falls below 10V', it is determined that there is an abnormality6.In other words, the battery voltage will drop to about 10V before the battery becomes over-discharged and it becomes difficult to start the engine, so if the voltage falls below that voltage, For safety, automatic posture setting is prohibited.

To cancel, set the tilt motor M2, telescope motor M3, and seat motor Ml to OFF, clear the away flag AF, return plug RF, and refresh flag to zero, and set the tilt timer, telescope timer, and seat timer to zero. Clear. Further, when the engine key 2 is attached to the key cylinder (KSW is ON state MA), the standby timer is cleared.

In auto mode (ASW is on), if the battery voltage is normal and engine key 2 is not attached to the key cylinder (KSW is off), proceed to ■ in Figure 7d and further increase the vehicle speed. If the speed is 10K m/h or less and the input port PI is at a low level L, it is assumed that there is boarding and alighting.6 The normal 1 selection switch SEL is set to select the parking switch PSW, and the input port P1 is set to select the parking brake. The state is entered.

Therefore, in that state, the auto switch ASW is on, the battery voltage is normal, and the vehicle speed is lOKm/
It is determined that there is boarding and alighting when the vehicle is less than h and the engine key is removed. For example, if you cannot use the parking brake in a cold region, press the 1 selection switch S.
Switch EL to manual away switch MSW or door switch DSW. In this case, if the manual away switch MSW (momentary) is turned on or the door is opened, it is determined that there is one boarding/alighting.

If it is determined that there is boarding or alighting, first away flag AF
is set to 1, the return flag is cleared to O, telescopic motor M3 is set to OFF, and tilt motor M2 is set to 1.
Set to drive in the tilt-up direction and clear the telesco timer. When set in this way, the tilt position reaches the top dead center within a few seconds and its operation is regulated, so overload is detected and the tilt stop flag is set to 1. When the tilt stop flag becomes 1, the tilt motor M2 is set to OFF.

If the tilt position has not reached the top dead center when motor M2 is turned off, there may be something caught, so set the reversing plug to 1 and drive the tilt motor M2 in the down direction (reverse direction). 6. When setting the reverse rotation flag to 1, 5. To monitor the reverse rotation stroke, posture information at the time of overload detection is stored.

As mentioned above, when the reversal flag is set to 1,
Detection of predetermined stroke and predetermined position.

When either of the conditions of detection of time-over and detection of time-out is satisfied, the reversal flag is cleared to 0. Reverse flag is 1
During this time, the tilt motor M2 is driven in the reverse direction.

When the tilt position is at top dead center or when the reversal flag becomes 0, tilt motor M2 and telesco motor M3
is set to OFF, the tilt and telescope timers are cleared, flags AF and UF are set to 1, and the tilt stop flag is cleared.

When the flag υF becomes 1, the primary telescope position is set to the retracted position. In case of tilt mechanism.

The evacuation position (boarding/disembarking position) is set at top dead center.

As for the telescope, the shortest position is not necessarily the preferable retracted position, so in this example, a predetermined position determined for each vehicle is set as the retracted position of the telescope. Note that in this example, the tilt mechanism and telescope mechanism are operated separately to reduce the battery load.
Simultaneous operation is also possible.

First, set the flag AF to 1. Set O to RF, set tilt motor M2 to OFF, and turn off telescopic motor M.
3 is set to drive in a direction toward a predetermined position, and the tilt timer is cleared.

After a while in this state, the telescope position will reach the pre-memorized retreat position, so once it is in that position,
Clear the flags AF and RF to 0, set the tilt motor and telesco motor to OFF, and clear the tilt and telesco timer. 6. If an overload is detected during driving.

Since the telescopic stop flag is set to 1, the motor is stopped after adjusting the attitude in the reverse direction by a predetermined stroke (usually), as in the case of the tilt mechanism.

Note that when the manual switches 5WI-5W4 turn on during automatic adjustment of the tilt attitude and the telescope attitude, it is regarded as a stop instruction, and the tilt motor M2 and the telescope motor M3 are set to OFF.

Next, check the state of the door switch DSW.

When the door opening is detected, the seat is positioned in the getting-on/off position. First, set the away flag AF to 1.

The seat motor M1 is driven and set in the direction in which the seat faces the entrance/exit. The seat position is monitored, and when the seat position reaches the predetermined getting on/off position, the seat motor Ml is turned off.
Clear the seat timer and clear the away flag AF to 0.

If an overload is detected while the sheet is being driven, the sheet stop flag is set to I. In that case, seat motor M
1 is set to OFF, and similarly to other mechanisms, the reverse rotation flag is set to 1 to set the seat motor M1 to drive in the reverse direction, and when the reverse rotation flag becomes OK, the motor M1 is stopped.

Also, when the door is detected to be closed (not fully closed), it is determined to be in the operating state, and the return flag RF & Knee 1 is set.
The seat motor Ml is set to drive the seat in the direction toward the driving position. When the seat posture matches the memory position, that is, the driving position, the seat motor Ml is set to OFF, the seat timer is cleared, and the return flag RF is cleared to 0. If an overload is detected during the return drive of the seat posture, the seat motor M1 is set to reverse rotation as in the case of other posture setting operations, and when a predetermined condition is met, the motor M1 is set to stop.

6. When the engine key 2 is attached to the key cylinder.

It is determined that the vehicle is in the driving state, and the tilt mechanism, telescope mechanism, and seat drive mechanism are each set to the driving position.6 First, if the telescope mechanism is not in the driving position, the away flag AF is set to 0. , set the return flag RF to 1, and set the telescopic long flag SF.
is set to 0, the tilt motor is set to OFF, the telesco motor is set to drive in the direction toward the storage position for operation, and the tilt timer is cleared. When the telescope attitude matches a predetermined driving memory attitude, the telescope motor is set off.

Next, if the tilt mechanism is not in the driving position, set the 7-way flag AF to 0, set the return flag RF to O, set the telescopic long flag LF to 0, and move the tilt motor to the memorized position for driving. Set the drive in the direction and clear the telescopic timer. When the tilt attitude matches the predetermined driving position, flags AP and RF
is cleared to 0, the tilt motor M2 and the telesco motor M3 are set to OFF, the tilt and telesco timers are cleared, and the refresh flag is set to 1.

Next, if the seat is not in the driving position, return flag R
Set F to 1 and turn on the seat motor Ml.

Set the seat in the direction toward the driving position. When the seat posture matches the driving posture, the seat motor M
Set 1 to OFF, clear the sheet timer, and clear the return flag RF to O.

In the above embodiment, a mode was explained in which the vehicle seat is rotated so that the seat faces the entrance and exit when getting on and off, but it is also possible to set the seat to the position for getting on and off by sliding the seat forward and backward or sideways. good.

FIG. 8 shows -νσ of the mechanism when the seat is electrically slid in the front-rear direction. Referring to FIG. 8, the output shaft of the seat slide motor 301 is as follows.

It is connected to a screw 303 via a reduction gearbox 302. A slide rail 305 is provided below the seat base, and the slide rail 305 is slidably supported on a fixed rail 306 fixed to the vehicle body.

There is a nut 304 on the screw 303! ! The six gearboxes 302 and screws 302 and 3A are fixed to the seat base side, and the nut 304 is fixed to the fixed rail 306. Therefore, motor 301
When driven, the screw 303 rotates via the gear box 302, and the screw 303 moves relative to the nut 304, so that the seat base slides.

Fig. 9 and Fig. 10. Mechanism; Fig. 9 and Fig. 12 respectively show an example of the operation of the posture setting device when sliding the seat. First, referring to Fig. 9, in this embodiment, when the seat is stopped, When the engine key is removed and the door is opened, it is determined that the vehicle is in the 1st boarding/exiting state, and the steering mechanism and seat drive mechanism are set to the away position for boarding/exiting. and seat drive mechanism and steering 4! Return the structure to the driving position.

Referring to FIG. 10, in this embodiment, when the vehicle is stopped and the engine key is removed, the steering mechanism is set to the away position for getting on and off, and when the door is opened, the seat is set to the position for getting on and off. .

However, in this embodiment, the seat returns not when the door is closed, but when either one of the conditions of stopping the vehicle or removing the engine key is no longer satisfied. If the seat is rotated as in the above embodiment, it is necessary to return the seat to the driving position before the door is fully closed, so such an operation cannot be performed.

2nd mechanism: Referring to the figure, in this embodiment.

The steering mechanism and seat are retracted to the away position for getting on and off only when the engine key is removed and the door is opened while the vehicle is stationary; otherwise, the steering mechanism and seat are set to the driving position. do.

Referring to FIG. 12, this embodiment operates independently of door opening and closing. That is, if the engine key is removed while the vehicle is stopped, the steering mechanism is immediately retracted to the away position for entry and exit, the seat is retracted to the away position, and when the engine key is installed or the vehicle is no longer stationary, the seat is retracted. After setting to the driving position, set the steering mechanism to the driving position.

In the above embodiment, the vehicle speed, the parking brake, and the attachment/detachment of the engine key are monitored as conditions for determining the stoppage, but for example, in a vehicle equipped with an automatic transmission, whether or not the shift lever is in the P range is monitored. May be monitored. Further, in the embodiment, whether or not the engine is in operation is determined based on the output of the regulator REG, but for example, a rotational speed signal that drives a tachometer (for example, a pulse signal obtained from an ignition coil) may be monitored.

In addition, in the embodiment, a selection switch SEL is provided to enable switching of the automatic posture setting conditions (with and without use of the parking brake); however, the activation of the parking switch PSW, the ON of the manual away switch MSW, and the ON of the door switch DSW are provided. If a logical sum such as ON (door open) is used as one condition, the switch SEL is not necessary.

Furthermore, in the embodiment, when an overload of the drive mechanism is detected, the motor is reversed and the motor is stopped after a predetermined stroke and return to the posture, but if there is no possibility of pinching people or objects, , the motor may be stopped as soon as an overload is detected. According to this number.

Since overload is detected when the mechanism hits the stopper provided at the limit position INK, the drive can be automatically stopped at the limit position, thereby eliminating the need for a limit switch, which was required in the past. In order to perform this control, for example, in the flowcharts shown in FIGS. 7b to 7h,
Processing PRI, PR2, PR3, PR4, surrounded by virtual lines
PR5, PR6, PR7, PR8, PR9 and PRI
O can be omitted.

[Brief explanation of the drawing]

1 and 2 are perspective views showing the vicinity of the driver's seat of an automobile equipped with the apparatus of the present invention. 3a and 3b are a plan view and a front view of the seat rotation mechanism, respectively, and FIG. 3c is a [I[C-I] of FIG. 3a.
It is a sectional view taken along line C. Figure 4a is a horizontal sectional view of the door check lever mounting part;
Figures 4b and 4c are rVB- of Figure 4a, respectively.
They are a sectional view taken along the IVB line and a sectional view taken along the IVC-rVC line. Figure 5a is a schematic diagram of the steering operation section viewed from the left side;
Figure 5b and Figure 5c are respectively Figure 5a (7)
Vb-Vb line sectional view and Vc-VcM sectional view,
Figure 5d is an enlarged front view of Figure 5c viewed from the Vd direction, Figures 5e and 5f are Me-Vefi sectional view and Vf-Vf line sectional view of Figure 5d, respectively.
Figure g is an exploded perspective view of the screw nut mechanism, Figure 5h is an enlarged sectional view showing the screw shaft 24 and nut 38 in a helical state, Figure 51 is a longitudinal sectional view showing the telescopic steering mechanism, and Figure 5j is an exploded perspective view of the screw nut mechanism. 52 is a sectional view taken along the line l-1 in FIG. 51. FIG. FIG. 6 is a block diagram showing an electric circuit of the posture setting device according to the embodiment. Figure 7a, Figure 7b, Figure 7c, Figure 7d, Figure 7e,
Figures 7f, 7g, 7h and 71 are
2 is a flowchart showing a schematic operation of the microcomputer CPU shown in the figure. FIG. 8 is a perspective view showing the seat slide mechanism. FIGS. 9, 10, and 12. 7A and 7B are flowcharts each showing a schematic operation in a modification of the present invention. 2: Engine key 3: Shift lever 4: Parking brake lever 5: Seat lO steering wheel mechanism; Near trunk main shaft 70: Lower main shaft ioo: Electronic control unit mechanism; 0: Door I22: Rotating base 123: Base 135 : Door check A: Tilt steering mechanism C: Reduction mechanism i o Niscrew nut mechanism CPU: Microcomputer ADC: A/D converter RLI to RL6: Relay Ml, M2. M3: DC motor SSW: Vehicle speed sensor psw: Parking switch MSW: Manual away switch DSW: Door switch SEL: Selection switch KSW:
Key switch ASW: Auto switch 5WI-5W4
:Manual posture setting switch PMI, PM2. PM
3: Potentimeter BT: On-board battery

Claims (4)

[Claims] (1) An on-vehicle attitude setting mechanism that adjusts the attitude of on-vehicle equipment such as a steering wheel and a seat; An electric drive source that drives the on-vehicle attitude setting mechanism; Attitude detection means that detects the attitude of on-vehicle equipment; On-vehicle at least one switch means for instructing adjustment of the attitude of the equipment; and when an attitude adjustment instruction is received from the switch means, the electric drive source is energized to adjust the attitude of the on-vehicle equipment, and the attitude detection is performed. An on-vehicle attitude setting device comprising: electronic control means that monitors the rate of change of the detection attitude of the means to determine the presence or absence of overload, and performs predetermined control when overload is detected. (2) The on-vehicle equipment attitude setting device according to claim 1, wherein the electronic control means stops adjusting the attitude when an overload is detected. (3) The on-vehicle equipment attitude setting device according to claim (1), wherein the attitude detection means is a potentiometer. (4) The electronic control means samples the output of the attitude detection means at predetermined time intervals, and determines that there is an overload when the amount of change in the sampled attitude information is smaller than a predetermined value. (2) or (3).