JPS63151548A - Device for controlling posture of equipment on vehicle - Google Patents

Abstract

PURPOSE:To provide safety and ease of getting in and off a car particularly in rainy weather by automatically setting an optimum driving posture set by a driver getting in the car. CONSTITUTION:A posture setting mechanism of a FR seat STFR is constituted from a slide mechanism 100 for driving back and forth the seat STFR relative to a vehicle floor, a front height adjusting mechanism 200 for drivably lifting the front portion of a seat cushion SCFR, a rear height adjusting mechanism 300 and a reclining mechanism 400 for a seat back SBFR. When a driver goes up and down, the presence of driver on the driver seat is shown and a door is opened so that equipment comprising the steering seat STFR on the vehicle is driven to a predetermined position. Thus, the driver can get out of the car safely and easily. When the driver closes the door to use the car after seating on the driver seat, the posture information of the equipment on the vehicle is read out by a memory means for automatic setting. This is a position set by the driver before he gets out of the car.

Description

DETAILED DESCRIPTION OF THE INVENTION [Object of the Invention] (Industrial Field of Application) The present invention relates to attitude control of a vehicle seat and a steering wheel, and particularly to automatic attitude setting control when a driver gets on and off the vehicle.

(Prior Art) Many vehicles allow drivers to select an appropriate driving position (driver's seat: posture when seated in the pilot's seat).

The posture of the driver's seat and steering wheel can be adjusted freely. In addition, some seat and steering wheel posture changing mechanisms are equipped with electric drive means so that the posture can be changed by operating a switch. This has the advantage that the position of the seat and steering wheel can be changed depending on the position in which the driver operates the vehicle.

(Problems to be Solved by the Invention) However, an appropriate driving position is not necessarily suitable for the driver to get in and out of the vehicle. In many cases, when the driver is in an appropriate driving position, the steering wheel, door, side steps, etc. may become obstacles to getting on and off the vehicle. Particularly in rainy weather, the driver's attention tends to be taken up by the side steps and the like when getting on and off the vehicle, as it is easy for the driver to get their clothes dirty and the dirt from the soles of their shoes to stick to the doors and the like. Therefore, for example, when getting on and off the vehicle on a road with heavy traffic, it is dangerous.

To solve this problem, for example, move the driver's seat back, tilt the seat pack back, shorten the axial length of the steering wheel, and point it upwards before getting out of the vehicle, and then resetting it properly when you get in. It would be possible to reset the driving position, but it is not realistic to leave this type of operation to the driver.

SUMMARY OF THE INVENTION An object of the present invention is to provide an on-vehicle attitude control device that allows a driver to get on and off the vehicle safely and easily, and that automatically sets the optimum driving position set by the driver when the driver gets on the vehicle.

[Structure of the invention]

(Means for Solving the Problems) In order to achieve the above object, the on-vehicle equipment attitude control device of the present invention includes on-vehicle equipment that can freely change its attitude, including at least either the driver's seat or the steering wheel: An attitude change mechanism including a drive means for changing the attitude of the on-vehicle equipment; an input means for inputting an instruction to change the attitude of the on-vehicle equipment; an attitude detection means for detecting the attitude of the on-vehicle equipment; a driver; opening/closing detection means for detecting opening/closing of the seat door; person detection means for detecting whether there is a person in the driver's seat; storage means; energizing and controlling the driving means of the.

Under a first condition including at least the detection of the presence of a person by the person detection means and the detection of the driver's seat door open by the opening/closing detection means, the posture information detected by the posture detection means is stored in the storage means, and the drive means of the posture change mechanism is energized and controlled to set a predetermined posture of the on-vehicle equipment, and the posture information is stored from the storage means under a second condition including at least the detection of the presence of a person by the person detection means and the detection of the driver's seat door closed by the opening/closing detection means. The information is read out, and the driving means of the attitude changing mechanism is energized and controlled in accordance with the attitude information. Attitude control means;

(Function) According to this, when the driver gets out of the vehicle, there is an occupant in the driver's seat and the driver's door is opened, and the first condition is met, so the onboard equipment including the driver's seat and/or steering seat is driven to a predetermined posture. be done. At this time, by setting a posture convenient for getting off the vehicle, the driver can get off the vehicle safely and easily. Also, the driver rides,
Since the second condition is not satisfied until the driver's seat door is closed, the driver can get into the vehicle in that position.

Therefore, the driver can ride safely and easily.

When the driver uses the vehicle, he closes the driver's door after sitting on the driver's seat, so the second condition is satisfied, and thereby the posture information of the on-vehicle equipment is read out from the storage means and automatically set. . This attitude is the attitude that the driver had set before getting off the vehicle.

In a preferred embodiment of the present invention, the in-vehicle equipment includes a driver's seat whose posture can be freely changed in the longitudinal direction, which is equipped with a seat back whose angle can be freely changed in the longitudinal direction and a seat cushion whose posture can be freely changed in the vertical direction; , the steering wheel is capable of freely changing the posture in the axial direction and the angle in the vertical direction, and the posture control means moves the driver's seat and the steering wheel to a preset posture that does not impede the driver's getting on and off when the first condition is satisfied. Set.

Other objects and features of the present invention will become apparent from the following description of embodiments with reference to the drawings.

(Embodiment) FIG. 1a shows a control system for the driver seat (hereinafter referred to as FR seat, meaning front right seat; the subscripts have the same meaning) seat posture and steering wheel posture according to one embodiment,
The posture setting mechanism of the FR seats s'r, , which is controlled thereby, is shown in FIGS. 2a and 2b, and the posture setting mechanism of the steering wheel SHL is shown in FIGS. 3a and 3b.

First, with reference to FIG. 2a, the FR seat s'r.

The posture setting mechanism will be explained.

The attitude setting mechanism of the FR seat S TFR is a slide machine 8100. A front height adjustment mechanism 200 that drives the front part of the seat cushion SC of the seat s'rFR up and down. A rear height adjustment mechanism 300 that raises and lowers the rear part of the seat cushion SCF, and the seat SCF.
It is composed of four mechanisms: a reclining mechanism 400 that adjusts the inclination of the F R seat back SBF.

The seats s"r,-, are supported by the seat base mechanism shown in FIG. 2b. FIG. It is fixed to the floor of the vehicle, and the frames 141 and 142 are fixed to the seat cushion frame (80 shown in FIG. 6a) of the seat 5TFR.

Verirails 151 and 152 are fixed to the base frames 141 and 142, respectively. The suberi rails 151 and 152 are connected to the guide rails 161 and 1
62 in a slidable manner. The guide rail 161 has two arms 1711 and 1712, and the guide rail 162 has two arms 172! and 1722 are fixed respectively, arms 17!1 and 17
12 is a screw stud 181, arms 1721 and 1722
are holding screw studs 182, respectively. Nejiko 18
A nut unit 110 fixed to the base frame 141 is screwed to the screw 182, and a nut unit 120 fixed to the base frame 142 is screwed to the screw stud 182, respectively.

The slide mechanism is mainly composed of screw supports 181 and 182°, nut units 110 and 120, and a motor M1. The nut unit 110 includes a nut 111 formed with a female thread to be screwed into a threaded rod 181, and a nut 111.
The nut unit 120 has a worm gear screwed into the nut unit 120.
has a nut 121 formed with a female thread that is screwed into the threaded stud 182 and a worm gear that is screwed into the nut 121, and the worm gear of the nut unit 110 and the worm gear of the nut unit 120 are connected to each other by a flexible shaft 130. ing. In the nut unit 110, a bevel gear is fixed to the shaft of the worm gear.

is meshed with a bevel gear fixed to the output shaft of motor M1. These nut units 110 and 120 are fixed to base frames 141 and 142, respectively, so when the motor Ml is energized to rotate, the worm gear of the nut unit 11O and the worm gear of the nut unit 120 connected by the flexible shaft 130 are activated. are rotated, respectively, and the nuts 111 and 121 that mesh with them are rotated. Since the nut 111 forms a screw pair with the threaded rod 181, and the nut 121 forms a screw pair with the threaded rod 182, the rotation of the nuts 111 and 121 causes the respective nut units 11
0 and 120 relatively deliver threaded rod 181 and threaded rod 182.

Since the screw spigot 181 is fixed to the guide rail 161 via the arms 171L and 1712, and the screw spigot 182 is fixed to the guide rail 162 via the arms 1721 and 1722, the feeding of the screw spigot 181 of the nut 111 and the nut 121 are fixed. The feeding of the screw stud 182 is carried out between the guide rail 161 and the veri rail 151.
and Verirail 152, respectively. In this case, the guide rails 161 and 162 are connected to a front height adjustment mechanism 200 and a rear height adjustment mechanism 30, which will be described later.
0 is fixed to the floor via the base arm 250, and the suberi rails 151 and 152 are fixed to the floor via the base frame 141 and 142.
Tppz is fixed, so by energizing the motor Ml in the forward and reverse directions, the FR seat receipt 5TFR floor (F1
or). In this embodiment, the seat S T F R moves backward (to the right in Figure 2a) by the forward rotation of the motor M1, and forward (to the left in Figure 2a) by the reverse rotation of the motor M1. ) shall be moved.

Further, when the seat s'r is driven to the front limit position, the limit switch L provided in the nut unit 110 is activated.
-8+*1 comes into contact with the arm 1712 and turns on, and when it is driven to the rear limit position, the limit switch L S
hl comes into contact with arm 17□1 and turns on.

The front height adjustment mechanism 200 includes the aforementioned nut unit 12.
Nut unit 210 with the same configuration as 0. Motor M2. Swing arm 220. A rod 230 integrally fixed to the swing arm 220. Link arm 24 fixed to rod 230
0 and a base arm 250 pivotally connected to a link arm 240. The base arm 250 is attached to the floor (F
1or). When the motor M2 is energized in the forward and reverse directions, the nut unit 210 moves back and forth along the threaded rod 182, and as a result, the rod 230 and the link arm 240 move forward and backward together, so the base arm 250 moves up and down. The height of the front portion of the seat cushion S Cp R of the seat S T F R changes.

In this embodiment, it is assumed that the forward rotation of the motor M2 causes the front portion of the seat cushion SCP to rise, and the reverse rotation of the motor M2 causes the front portion of the seat cushion SCP R to descend.

Furthermore, when the front part of the seat cushion SCF R is driven to the upper limit position, the limit switch LSh2 provided on the arm 1721 comes into contact with the nut unit 210 and turns on, and when the front part of the seat cushion SCF R is driven to the lower limit position, the limit switch LSm2 is turned on. It comes into contact with the nut unit 210 and turns on.

The configuration and operation of the rear height adjustment mechanism 300 are as follows.

The structure and operation are exactly the same as that of the front height adjustment mechanism 200. In this embodiment, the forward rotation of the motor M3 causes the seat cushion SC, the rear part to rise, and the reverse rotation of the motor M3 causes the seat cushion SCF to rise. Assume that the rear part of R is lowered. Further, when the rear part of the seat cushion 5CFR is driven to the upper limit position, the limit switch LSh3 provided on the arm 1722 is turned on, and when the rear part of the seat cushion 5CFR is driven to the lower limit position, the limit switch LSm3 is turned on.

Referring again to FIG. 2a. reclining arm 410
has one end fixed to the seat back frame (90 in Fig. 6a) of the seat 5TFR, and the other end fixed to the seat back frame (90 in Fig. 6a).
The seat cushion frame (80 in FIG. 6a) is pivotally connected to the seat cushion frame, and a sector gear 411 is formed at the end of the side that is pivotally connected to the seat cushion frame. This sector gear 411 is connected to the motor M via a gear box 420.
In other words, the reclining mechanism 400 forms a worm gear with the screw teeth 421 that are engaged with the output shaft of No. 4.

Motor M4. Gearbox 420. It is composed of a worm gear consisting of screw teeth 421 and a sector gear 411, and a reclining arm 410. By rotationally energizing the motor M4, the reclining arm 410 is rotated forward and backward about the pivot via the worm gear, and the seatback SBF, In this embodiment, the seatback SBF is driven in the forward or backward direction, and the seatback SBF changes its posture in the backward direction due to the normal rotation bias of the motor M4.
It is assumed that the seat back SBF changes its posture in the forward tilt direction due to the reverse biasing of the seat back SBF.

Furthermore, when the seat back SBF is driven to the forward tilt limit position, the limit switch LSh4 fixed to the seat cushion frame comes into contact with the projection 412 of the sector gear 411 and turns on, causing the seat back SB to reach the rear tilt limit. When driven to the position, the limit switch LSm4 fixed to the seat cushion frame moves to the projection 4 of the sector gear 411.
13 and turns on.

Next, the attitude setting mechanism of the steering wheel SHL will be explained with reference to FIGS. 3a and 3b. The attitude setting mechanism of the steering wheel SHL includes a tilt steering mechanism 500 and a telescopic steering mechanism 6.
Consists of two numbers 00.

Referring to FIG. 3a, tilt steering mechanism 500
As shown by the solid line and the two-dot chain line.

This is a mechanism that changes the angle (tilt angle) of the steering wheel SHL upward or downward.

In this, the upper main shaft 511 to which the steering wheel SHL is attached is supported by the upper bracket assembly 540.

The upper bracket assembly 540 is pivotally supported by a shaft 541, and has a screw pair reciprocating body 530 at the lower end.
is fixed. The reciprocating body 530 is a gear train 5
It is coupled to the output shaft of motor M5 via 20. That is, by biasing the motor M5 in the forward and reverse directions, the reciprocating body 530 is reciprocated via the gear train 520, and the lower main shaft 5 of the upper main shaft 511
13 (tilt angle) changes. 512 is a sleeve shaft that supports the lower main shaft 513.

In this embodiment, the tilt angle of the steering wheel SHL changes downward by energizing the motor M5 in the forward direction, and the tilt angle of the steering wheel SHL changes upward by energizing the motor M5 in the reverse direction. shall be. Although not shown in FIG. 3a, when the steering wheel SHL is driven to the upward limit position, the limit switch 5Whs is turned on, and when the steering wheel SHL is driven to the downward limit position, the limit switch SWm5 is turned on. Turns on.

A schematic configuration of the telescopic steering mechanism is shown with reference to FIG. 3b. The telescopic steering mechanism
This is a mechanism provided in the above-mentioned upper bracket assembly 540 to extend and contract the apparent length of the upper main shaft 511.

Referring to FIG. 3b, the upper main shaft 511
Sliding teeth 511a parallel to the axis are formed in the lower half of the shaft, and are slidably engaged with sliding teeth formed inside the hollow shaft 610. Outer shaft 61
0 is coupled to the lower main shaft 513 via a universal joint 611.

The upper main shaft 511 is pivotally supported by an outer bracket 620 via a bearing Brl, the outer shaft 610 is pivotally supported by an inner bracket 630 via bearings Br2 and Br3, and the outer bracket 620 and the inner bracket 630 are slidable. is engaged in.

Motor M6 is mounted on inner bracket 630, and its output shaft is coupled to outer bracket 620 via gear train 631.

In other words, by energizing the motor M6 in the forward and reverse directions.

Since the upper main shaft 511 is pushed out or retracted via the gear train 631 and the outer bracket 620, the apparent length (telescopic length) of the upper main shaft 511 changes, and the distance between the steering wheel SHL and the driver changes. In this embodiment, it is assumed that the telescopic length becomes longer when the motor M6 is energized in the forward direction, and the telescopic length becomes shorter when the motor M6 is energized in the reverse direction.

Also, when the telescopic length is maximum, gear train 6
When the limit switch LS6 in the gear train 631 comes into contact with the outer bracket 620 and turns on, and the telescopic length becomes the minimum, the limit switch LS6 in the gear train 631
shs comes into contact with the outer bracket 620 and turns on.

The control system shown in FIG. 1a is mainly composed of a microcomputer (hereinafter referred to as CPtJ) 1. The control system shown in FIG.

CPUUI includes 1 occupant detection unit 2, 0.1 second timer 3
．． Decoder 4. Relay driver Drv, selector 5LC
I and 5LC2 are connected.

The input terminal of the power supply unit 5, the V terminal of the relay driver Drv, and the motor power supply line are connected to the positive terminal of the on-board battery BT.

The power supply unit 5 supplies a constant voltage V to the CPUI and decoder 4.
At the same time, a constant voltage Vc is supplied to the occupant detection unit 2, 0.1 second timer 3, etc. via the relay contact rQO.
supply.

Relay driver Drv includes relays RLO, RL1 a
, RLI b, RL2a, RL2b, RL3a*RL3
b, RL4 a, RL4 b, RL5 a, RL5b
, RL6a and RL6b are connected.

The relay driver Drv is instructed by the CPUI.

These are selectively energized/deenergized.

The aforementioned relay contact rnO is a relay contact of relay RLO, and is made when relay RLO is energized.

Relay contact rffila of relay RL1a and relay contact rQ1b of relay RL1b are each inserted into the power supply line of motor M1, and when relay RLla is energized, relay contact rQ1a is connected to the voltage supply line from onboard battery BT. When the relay RL1b is energized, the relay contact rffilb is connected to the voltage supply line from the on-board battery BT, and the motor M1 is energized in the reverse direction.

Relay contact rQ2a of relay RL2a and relay RL
Relay contacts rg2b of 2b are each inserted into the power supply line of motor M2, and when relay RL2a is energized, relay contact rQ2a is connected to the voltage supply line from on-board battery BT, causing motor M2 to rotate in the normal direction. When relay RLZb is energized, relay contact rΩ2b meters the voltage supply line from on-board battery BT to motor M2.
is reversely energized.

Relay contact rQ3a of relay RL3a and relay RL
The relay contacts rQ3b of 3b are each inserted into the power supply line of the motor M3, and when the relay RL3a is energized, the relay contact rQ3a is connected to the voltage supply line from the on-board battery BT, causing the motor M3 to rotate in the normal direction. When relay RL3b is energized, relay contact rQ3b is connected to the voltage supply line from on-board battery BT, and motor M3
is reversely energized.

Relay contact rQ4a of relay RL4a and relay RL
Relay contacts rQ4b of 4b are each inserted into the power supply line of motor M4, and when relay RL4a is energized, relay contact rα4a meters the voltage supply line from on-board battery BT, causing motor M4 to rotate in the normal direction. When relay RL4b is energized, relay contact rQ4b meters the voltage supply line from onboard battery BT to motor M4.
is reversely energized.

Relay contact rA5a of relay RL5a and relay RL
Relay contacts rQ5b of 5b are each inserted into the power supply line of motor M5, and when relay RL5a is energized, relay contact rQ5a connects to the voltage supply line from on-board battery BT, causing motor M5 to rotate in the normal direction. When relay RL5b is energized, relay contact rff5b meters the voltage supply line from onboard battery BT to motor M.
5 is reversely biased.

Relay contact rQ6a of relay RL6a and relay contact rQ6b of relay RL6b are inserted into the power supply line of motor M6, respectively, and when relay RL6a is energized, relay contact rffi6a connects to the voltage supply line from onboard battery BT. When relay RL6b is energized, relay contact rQ6b establishes a voltage supply line from onboard battery BT to energize motor M6 in reverse rotation.

A rotary encoder En1 is attached to the output shaft of the motor M1, and a rotary encoder En2 is attached to the output shaft of the motor M2.
However, there is a rotary encoder En on the output shaft of motor M3.
3 is a rotary encoder E on the output shaft of motor M4.
n4 is a rotary encoder E on the output shaft of motor M5.
n5 is the rotary encoder E on the output shaft of motor M6.
The output pulses of Enl are connected to each other through the waveform shaping circuit SHI, the output pulse of En2 is connected to the waveform shaping circuit SH2, and the output pulse of En3 is connected to the waveform shaping circuit SH3. The output pulse is applied to the selector 5LC1 via the waveform shaping circuit SH4, the output pulse of En5 is applied to the waveform shaping circuit SH5, and the output pulse of En6 is applied to the waveform shaping circuit SH6. The selector 5LCI selects one of these according to an instruction from the CPUI and supplies it to the CPUI.

The decoder 4 includes an FR door courtesy switch SWD, a neutral & parking position output switch SNP,
Ignition switch Sig, rear slide switch Sla, front slide switch stb, seat front up switch S2a, seat front down switch S2b, seat back up switch S3a, seat back down switch S3b, reclining switch S4 a, un-reclining switch S4 b, tilt Down switch S5a, tilt up switch S5b, telescopic long switch S6a
and a telescopic short switch S6b are connected. The decoder 4 reads these switch states and provides the information to the CPUI.

FR door The door courtesy switch SWD is the FR door (D
It is on when the ORI) is open and off when it is closed. The FR door courtesy switch SWD will be explained with reference to FIG. 1b. Figure 1b is a horizontal cross section of the door latch mechanism of FR door DOR1, and the solid line is FR door DO
The primary latch state where the fork bolt FORK of the latch mechanism provided on R1 and the striker 5TKR provided on the center pillar PLA are not completely engaged, that is, FR
The two-dot chain line indicates a fully latched state where the fork bolt FORK and the striker 5TKR are fully engaged, that is, the FR door DOR1 is completely closed. Indicates the state of

FR door courtesy switch SWD is center pillar PLA
The main body side is installed inside the center pillar, and the switch knob SWN is exposed to the outside. Therefore, door D is in the fully latched state.

R1 drives the switch knob SWN to the left to turn the switch off, and in other states including the primary latch state, the switch knob SWN moves to the right by a built-in spring reaction force to turn the switch on.

The neutral and parking position switch Snp is a switch that is turned off when the gear position is in the neutral position or the parking position, and turned on in other positions.

The ignition switch Sig is a switch that is turned on when the ignition circuit is closed and turned off when the ignition circuit is open.

Switches Sla, Slb, S2a, S2b, S3a, S
3b, S4a, S4b, S5a, S5b.

S6a and S6b are FRs operated by the driver.
Posture of seat STp* and steering wheel S
This is a switch for inputting an instruction to change the posture of HL,
It is located in a console box (not shown) and is usually protected by a cover.

The selector 5LC2 has the aforementioned limit switch LSh.
1, LS■1* L sh, e LS■2. L
ShzeLS+s3, LSht s LSs4 e
LShs e LSIl5 eLShs and LSm
6 are connected, and the selector 5LC2 selects one of them according to an instruction from the CPUI and supplies it to the CPUI.

The output terminal of 0.1 second timer 3 is interrupt port I of CPUI.
nt, and issues an interrupt request to the CPUI every 0.1 seconds. The CPU 1 uses the interrupt processing by the timer 3 to perform an F using the occupant detection unit 2, which will be explained below.
Detects the presence or absence of an occupant in the R seat (occupant detection).

The configuration of the occupant detection unit 2 is shown in FIG.

Referring to FIG. 4, this unit includes an oscillator O8C,
Counter CTR and parallel in/serial out/
It consists of a shift register (hereinafter referred to as PS register) PSR.

The 1st terminal of the oscillator oSC is connected to the input terminal of the counter CTR, the 2nd terminal is connected to the constant voltage Vc, and the 3rd terminal is connected to the equipment ground.
Terminals 4 and 5 are respectively connected to external capacitors Cx. In this example, the resistors are shown as rectangles, but by appropriately selecting the resistance value of each resistor, you can connect the external capacitor Cx and resistor R from terminal 1.
An output signal with a frequency proportional to the reciprocal of the product of , that is, a low frequency is obtained when the capacitance of the external capacitor Cx is large, and a high frequency is obtained when the capacitance of the external capacitor Cx is small.

The counter CTR counts up at the rising edge of the oSC output signal. A 16-bit parallel output terminal of counter CTR is connected to a 16-bit parallel input terminal of PS register PSR. Also.

The reset input terminal Rst of the counter CTR is connected to the output port P5 of the CPU1.

The clock input terminal of the PS register PSR is connected to the output port P2 of the CPU1, the clock inhibit input terminal CI is connected to the output port P3 of the CPUI, and the shift load input terminal S is connected to the output port P3 of the CPU1.
L are respectively connected to the output port P4 of the CPUI. PS register PSR has shift load input terminal SL
The 16-bit data applied to the parallel input terminal is preset to each bit at the rise of the shift load pulse from CPU1 applied to ) level, the preset data is serially output from the output terminal OUT to the serial input port R8 of the CPUI in synchronization with the clock pulse applied to the clock input terminal CLK.

In FIG. 4, the capacitor Cx is the fifth capacitor.
As shown in the figure, the occupant detection capacitor is composed of an electrode sheet ELp* provided on the seat cushion 5CFR of the FR seat 5TFR, and body ground parts such as the roof ROOF and the floor Flor (1 in Figure 5). (Dot-dashed arrows schematically indicate lines of electric force), that is, the electrode sheet ELFR is connected to the 4th terminal of the oscillator oSC, and the body ground is connected to the 5th terminal.

The electrode sheet ELFR will be explained in more detail.

FIG. 6a is a partially fragmented sectional view of the FR seat S T FR. The FR seat s'rFR consists of a seat cushion S Cp Rt seat back 5BFR and a headrest S HF R. Although there are differences in the support structure of each part, each is a full-form sheet that uses pads made of urethane molding.

■B-V of the seat cushion scF shown in Figure 6a
FIG. 6b shows an IBJlfl sectional view, that is, a cross section of the seating area of the passenger MAN perpendicular to the vehicle traveling direction.

Referring to this FIG. 6b, seat cushion SCF
R covers the surface of the urethane seat cushion pad 60 supported on the resin pad support 70 with the trim cover assembly 50, retains both ends of the trim cover assembly 50 to the pad support 70, and is held on the back side of the seat cushion pad 60 by a tension rope through the through holes 61 and 62 of the seat cushion pad 60, thereby forming a hanging structure. The ffi electrode sheet ELFR is assembled into the trim cover assembly 50, and the lead wire 53 of the electrode sheet ELFR is led to the back side of the seat cushion pad 60 using the first through hole 62, as shown in FIG. 6a. It is connected to (the No. 4 terminal of) the oscillator O3C installed on the pad support 70 as shown in FIG.

FIG. 6C shows the structure of the trim cover assembly 50 of the electrode sheet ELFR installation part in more detail. In FIG. 6C, 51 is a skin, 52 is a wadding made of a sponge sheet that creates a three-dimensional effect of the trim cover assembly, and 54 is a wadding cover. Electrode sheet ELFR
is made of a conductive woven fabric with electroless nickel plating, and is sandwiched between the wadding 52 and the wadding cover 54 and sewn simultaneously when the trim cover assembly 50 is sewn. The size varies depending on the range in which the presence or absence of personnel is to be detected, but in this embodiment it is approximately 30 cm square.
The lead wire 53 is formed by forming the end portion into a ribbon shape.

In this way, the electrode sheet ELFR can be incorporated without increasing the manufacturing process of the trim cover assembly 50, and since the material of the electrode sheet ELFR is similar to the material of other components of the trim cover assembly, the electrode The trim cover assembly 50 of the seat ELpu integrated part can be handled in the same manner as other parts. In other words, the trim cover assembly 50 and the electrode sheet E
By incorporating Lp=8, there is no effect on workability, appearance, seating comfort, etc.

Outer skin 51° wadding 52. that constitutes the trim cover assembly. Wadding cover 53, seat cushion pad 60, and pad support 70 are all insulators, so electrode sheet ELFR is insulated from body ground. Therefore, a capacitor is formed by the electrode sheets EL and R and the body ground, and the passenger M in the FR seat
When the AN is seated, the capacitance of this capacitor changes significantly since the human body has a high dielectric constant.

Next, with reference to FIG. 7, an outline of occupant detection in the device of this embodiment will be explained. In Figure 7, the solid line is the oscillator O8.
The broken lines of the oscillation frequency f of C and the reference data Ref are shown as an example.

CPU1 interrupts every 0.1 second timer 3 (that is, 0
．． (at 1 second intervals) counter CTR and PS register PS
The number of pulses output by the oscillator O8C (corresponding to the oscillation frequency f of the OSC) is sampled via R, and the frequency data corresponding to the number of pulses is set. (Frequency data at the time of timer interrupt) is used to set change amount data corresponding to time changes in the oscillation frequency f of the OSC. Here, when the change amount data indicates a change within a predetermined range of the oscillation frequency f of the OSC, "no occupant" is detected, and one frequency data is updated and set as reference data Ref; When the frequency f shows a decrease exceeding a predetermined range (that is, the capacitance rapidly increases), "occupant presence" is detected, and the reference data Ref is set to be fixed. In other words, when "occupant presence" is detected, from the next timer interrupt, the reference data Ref is not updated, but the value indicated by the reference data and the value indicated by the frequency data at that time are compared, and the frequency data The value indicated by is the reference data Ref
When the value indicated by is exceeded (the capacitance decreases), "no occupant" is detected.

When the driver (FIG. 5 MAN) enters the vehicle and the presence of a passenger is detected), the FR door is closed (FR door courtesy switch SWD off), and the engine is turned on (ignition switch Sig on), the CPU The attitude data of F R and the attitude data of the steering wheel SHL are read, and the motor M1. M2.
M3. M4. Control M5 and M6 to set the attitude corresponding to the data, then switch Sla, Slb, S2
a.

S2b, S3a, S3b, S4a, S4b, 55a, s
Depending on the operation of sb, S6a or S6b, motor Ml,
M2. M3. M4. M5 controls M6 to set the posture corresponding to the operation, and when the FR door is opened while the driver is in the vehicle, the posture data of the FR seat S T t= R and the posture data of the steering wheel SHL at that time are memorized. After that, the pre-stored boarding and alighting posture data is read out, and the motors M1, M2 . M3. M4. M5 and M6 are controlled to set a convenient posture for the driver to get on and off according to the data.

Next, FIGS. 8, 9, 10, and 11.

The operation of the CPUI will be specifically explained with reference to the flowcharts shown in FIGS. 12, 13, 14a, and 14b.

First, referring to Figure 8, when a battery is installed in the vehicle and the power is turned on, the CPU
Reset and initialize each output port and component,
After that, seat STF and steering wheel S
Execute an initial set routine to initialize the posture of HL.

In the initial setting routine, first, the motor M1 is reversely energized to slide the seat S T F R forward until the limit switch Lshi is turned on, and then the limit switch LSh2 is turned on. The motor M2 is reversely energized and the seat cushion S
The front part of the CF R is driven downward, and when it is turned on, the limit switch LSha is turned on, and the motor M3 is reversely energized to drive the rear part of the seat cushion 5cFR downward, and when it is turned on, Next, the motor M4 is energized in the reverse direction until the limit switch LSh4 is turned on to drive the seat back 5BFR forward, and when it is turned on, the motor M5 is energized in the reverse direction until the limit switch LSh5 is turned on. to drive the tilt angle of the steering wheel SHL upward, and when it is turned on, the motor M6 is reversely energized until the limit switches t and shs are turned on, and the steering wheel SHL is turned on.
Shorten the telescopic length of the drive. As a result, the seats s'r and R are at the forward sliding limit position, the seat cushion S Cp R is at the lower limit position, and the seatback 5
When the BFR is at the limit position of forward tilt, the steering wheel SH
The tilt angle of L is set to the upward limit position, and the telescopic length of the steering wheel S I-I L is set to the shortened limit position (that is, the home position is set).

After this, the counter CNI counts the output pulses of the encoder Enl (counts up with forward rotation; that is, corresponds to the sliding position of the sheet S T F R).

A counter CN2 that counts the output pulses of the encoder En2 (counts up in forward rotation; that is, corresponds to the height in front of the seat cushion 5CFR).

A counter CN5 that counts the output pulses of the encoder En3 (counts up in forward rotation; that is, corresponds to the rear height of the seat cushion SCFR).

Counter CN4 that counts the output pulses of encoder En4 (counts up with forward rotation; that is, corresponds to the seatback SBF and the tilt angle).

A counter CN5 that counts the output pulses of the encoder En5 (counts up with forward rotation; that is, corresponds to the tilt angle of the steering wheel SHL), and an encoder E
Counter CN6 that counts the output pulses of n6 (counts up with forward rotation; that is, the steering wheel SHL
(corresponding to the telescopic length) is cleared (all O)
Then, the motor M1 is driven in normal rotation until the value of the counter CN1 becomes equal to the slide position data CMI (described later) of the seat 5TFR when the driver gets on and off the seat.
The motor M2 is rotated forward until the value of the counter CN2 becomes equal to the seat cushion scF, front height data CM2 (described later) when the driver gets on and off the seat, and the seat cushion SCp is moved backward. motor M3 is driven forward to drive the rear part of the seat cushion 5CFFL upward until the value of counter CN3 becomes equal to the height data CM3 (described later) of the rear part of the seat cushion 5CFFL when the driver gets on and off. , counter CN
The motor M is rotated until the value of 4 becomes equal to the tilt data CM4 (described later) of the seat back 5BFR when the driver gets on and off.
4 is driven forward, seatback SBF is driven backward,
The motor M5 is driven forward to drive the tilt angle of the steering wheel SHL downward until the value of the counter CN5 becomes equal to the tilt angle data CM5 (described later) of the steering wheel SHL when the driver gets on and off, and the counter C
The value of N5 is the steering wheel SH when the driver gets on and off.
The motor M6 is driven to rotate normally until it becomes equal to telescopic length data CM6 (described later) of L, thereby extending the telescopic length of the steering wheel SHL. These posture data CMI.

CM2,0M3. CM4, 0M5 and CM6 are seat STF convenient for the driver to get on and off, slide position, seat cushion S CF R height, seat back 5B
This corresponds to the FR reclining angle, the steering wheel SHL tilt angle, and the steering wheel SHL telescopic length (hereinafter referred to as the riding position), and is determined based on actual measurement data.

When the seat S T F R and steering wheel S HL are set to the getting-on/off position in the initial setting routine,
Set the standby mode to monitor the FR door courtesy switch SWD. In this standby mode, power is supplied only to the minimum necessary circuits such as the CPUI and the decoder 4, thereby preventing early wear and tear on the on-board battery BT.

When the FR door (DORl) is opened, the door courtesy switch SWD is turned on, which instructs the relay driver Drv to energize the relay RLO. This causes the relay contact r120 to meter the occupant detection unit 2 and 0.
Since the constant voltage Vc is supplied to the 1 second timer 3, the CPU
allows the timer interrupt by 0.1 second timer 3, and from now on, for each interrupt request by 0.1 second timer 3, the FR described below is executed.
Detects the presence or absence of an occupant in the seat. In other words, in this implementation, the presence or absence of an occupant in the FR seat is not detected in standby mode;
I) is opened, thereby preventing unnecessary battery consumption. Note that at this time, all flags described below are reset.

Here, timer interrupt processing will be explained with reference to FIG.

In the timer interrupt process, the contents of register R1a are first stored in register R1b. The contents of this register R1a are:
As will become clear from the following explanation, this is the frequency data in the previous timer interrupt process (that is, the frequency data 0.1 seconds ago: daily frequency data).

Next, when a shift load pulse (SL pulse) is output to the shift load input terminal of the PS register PSR,
The register PSR presets each bit with 16-bit data from the counter CTR applied to the parallel input terminal.

After this, the reset input terminal Rst of the counter CTR.

Apply a reset pulse to reset the CTR. That is, the counter CTR counts the number of pulses generated by the oscillator O8C from the occurrence of a timer interrupt to the occurrence of the next timer interrupt.

By applying an L level (low level) to the clock input terminal CI, the PS register PSR outputs the preset data to the output terminal O in synchronization with the clock pulse.
Since serial output is made from the UT, this output, that is, the input power from the serial input port R8 is read and stored in the register R1a as frequency data.

Register S1 will be described later, but here 51=0
Then, the value obtained by subtracting the contents of register R1a from the contents of register R1b is stored as change amount data in register R1c, the contents of register R1a are stored as reference data in register Refl, and then the contents of register R1c (change amount data ) is compared with the threshold C1.

At this time, if the contents of register R1c are less than or equal to threshold C1, the process returns to the main routine, but if the contents of R1c exceeds threshold C1, register M1 and register Sl are set to 1 and the process returns to main routine. (At this time, the contents of register Reft are equal to the contents of register R1a) M1=1 indicates "occupant present".

When register S1 is set to 1, the contents of register Refl (reference data) will not be updated (fixed) in the next timer interrupt processing, but the contents of register Refl set previously (reference data) and the contents of new register R1a will be updated. (frequency data).

This comparison causes the contents of register R1a to be changed to register Re.
When the content of ft is exceeded, register Ml and register S1 are set to 0 and the process returns to the main routine. M1=0 indicates "no occupant".

In this way, in the timer interrupt process, the electrode sheet EL
Since the presence of an occupant is detected only when there is a sudden change in the capacitance between F and body ground, there is no false detection due to the influence of temperature/humidity or changes over time. The change in capacitance when luggage, etc. is placed on the seat is significantly different from when a person is seated, so there is no false detection like with conventional seating switches (switches that are built into the seat cushion and turn on when a single weight is applied). .

Referring again to FIG.

When a passenger, that is, a driver, is in the FK seat, register Ml is set to 1 in the above timer interrupt processing, so the FR door courtesy switch SWD is checked again, and if it is off, the driver is seated and the FR door is opened. It is determined that the state is closed. Therefore, a loop is constructed that waits for the ignition switch Sig to be turned on and then executes an input reading routine, a return routine, and a drive routine.

The input reading routine uses switches Sla, Slb, S2a,
S2b, S3a, S3b, S4a, S4b.

This routine sets flags for controlling each motor according to the operation of S5a, S5b, S6a, or S6b.
Shown in Figure 3.

Referring to FIG. 13, when the rear slide switch Sla, which instructs the rear slide of the seat 5TFR, is turned on, the flag FK that detects the rise of the key operation is checked, and if this is reset (0), the forward rotation of the motor M1 is started. A flag Fla indicating the bias is set (1), and a flag Fib indicating reverse bias of the motor M1 is reset (0). After this, flags FJ1 and FK are set (1). Flag FJ
1 will be described later. When the switch Sla is turned off, the flag Fla is reset (0), that is, while the switch Sla is turned on.

Set flag Fla.

When the forward slide switch Slb, which instructs the forward slide of the seat s'rFR, is turned on, the flag FK, which detects the rise of a key operation, is checked, and if this is reset (0), the flag Fib, which indicates reverse energization of the motor M1, is set. Set (1) and reset (0) the flag Fla indicating normal rotation energization of motor M1. After this, flags FJI and FK
is set (1), and when switch Slb is turned off,
The flag Fib is reset (to 0), that is, the flag Fib is set while the switch Slb is turned on.

When the front lift switch 82a, which instructs the front of the seat cushion SCF R to rise, is turned on, the flag FK that detects the rise of a key operation is checked, and if this is reset (0), a flag indicating normal rotation energization of the motor M2 is set. F2a is set (1), and flag F2b indicating reverse energization of motor M2 is reset (0).

After this, flags FJ2 and FK are set (1).

Flag FJ2 will be described later. When the switch S2a is turned off, the flag F2a is reset (0). That is, while the switch S2a is turned on, the flag F2a is reset (0).
Set 2a.

When the front lowering switch S2b, which instructs the front lowering of the seat cushion S CF R, is turned on, the flag FK, which detects the rise of a key operation, is checked, and if this is reset (0), the flag F2b, which indicates reverse energization of the motor M2, is set. is set (1), and the flag F2a indicating normal rotation energization of the motor M2 is reset (0).

After this, flags FJ2 and FK are set (1).
When the switch S2b is turned off, the flag F2b is reset (0), that is, while the switch S2b is turned on, the flag F2b is set.

When the rear lift switch S3a, which instructs the rear of the seat cushion 5CFFL to rise, is turned on, the flag FK that detects the rise of a key operation is checked, and if this is reset (0), the flag F3a that indicates normal rotation energization of the motor M3 is set. (
1) and resets (to 0) the flag F3b indicating reverse energization of the motor M3.

After this, flags FJ3 and FK are set (1).
Flag FJ3 will be described later. When the switch S3a is turned off, the flag F3a is reset (0). That is, while the switch 53a is turned on, 1. Set flag F3a.

When the rear lowering switch S3b, which instructs to raise the rear seat cushion SC, is turned on, the flag FK that detects the rising edge of a key operation is checked, and if this is reset (0), the flag F3b that indicates reverse energization of the motor M3 is set. Set (1
), and resets (to 0) the flag F3a indicating normal rotation energization of the motor M3.

After this, flags FJ3 and FK are set (1).
When the switch S3b is turned off, the flag F3b is reset (0). That is, the flag F3b is set while the switch S3b is turned on.

When the reclining switch 34a, which instructs the rearward tilting drive of the seat back 5BFR, is turned on, the flag FK that detects the rise of a key operation is checked, and if this is reset (0), the flag F4a, which indicates normal rotation energization of the motor M4, is set. Flag F4b is set (1) and indicates reverse energization of motor M4.
After this, flags FJ4 and F
The flag FJ4 for setting K (1) will be described later.

When the switch S4a is turned off, the flag F4a is reset (0). That is, the flag F4a is set while the switch S4a is turned on.

When the unreclining switch S4b, which instructs the forward tilting drive of the seat back SB, is turned on, the flag FK that detects the rise of a key operation is checked, and this is reset (0).
), set flag F4b indicating reverse rotation energization of motor M4 (1) L, flag F indicating forward rotation energization of motor M4
4a is reset (to 0). After this, flags FJ4 and FK are set (to 1). When switch S4b is turned off, flag F4b is reset (to 0). That is, while switch S4b is turned on, Set flag F4b.

When the tilt down switch 35a, which instructs to drive the steering wheel SHL downward in tilt angle, is turned on,
Check the flag FK that detects the rise of a key operation, and if it is reset (0), set the flag F5a that indicates normal rotation energization of motor M5 (to 1), and reset the flag F5b that indicates reverse rotation energization of motor M5. (0), then set flags FJ5 and FK (1). Flag FJ5
This will be discussed later. When switch S5a is turned off,
The flag F5a is reset (0). That is, the flag F5a is set while the switch S5a is turned on.

When the tilt-up switch S5b, which instructs the upward tilt angle of the steering wheel SHL, is turned on,
Check the flag FK that detects the rise of a key operation, and if it is reset (0), set the flag F5b indicating reverse rotation energization of motor M5 (1), and reset the flag F5a indicating normal rotation energization of motor M5. (0) Do. After this, switch S5 sets (1) flags FJ5 and FK.
When the switch S5b is turned off, the flag F5b is reset (0), that is, the flag F5b is set while the switch S5b is turned on.

When the telescopic long switch S6a, which instructs the telescopic lengthening/extension driving of the steering wheel SHL, is turned on, the flag FK, which detects the rise of a key operation, is checked.
If this is reset (0), a flag F6a indicating forward rotation bias of the motor M6 is set (1)L, and a flag F6b indicating reverse rotation bias of the motor M6 is reset (0). After this, flags FJ6 and FK are set (1). Flag FJ6 will be described later. When the switch 56a is turned off, the flag F6a is reset (0). That is, while the switch 56a is turned on, the flag F6a is set.

When the telescopic short switch S6b, which instructs the telescopic length shortening drive of the steering wheel SHL, is turned on, the flag FK, which detects the rise of a key operation, is checked, and if this is reset (0), the flag F6b, which indicates reverse energization of the motor M6, is set. Set (1) L, reset (0) the flag F6a that indicates normal rotation energization of the motor M6, then set (1) the flags FJ6 and FK, and reset the flag F6b when the switch S6b is turned off. (
0) Do. That is, the flag F6b is set while the switch S6b is turned on.

Switches Sla, Slb, S2a, S2b, S3a, S
3b, S4a, S4b, S5a, S5b.

When neither S6a nor S6b is operated,
Flags Fla, Fib, F2a, F2btF3a, F3
b, F4a, F4b, F5a* F5b, F6a and F6b are all reset.

Also, flag FK is reset. Also, any one
Since the flag FK is set while one switch is being operated, other switch operations are not read.

Referring again to FIG.

The return routine will be described later, but for now it is assumed that the return routine has passed through as is.

In the drive routine, flags Fla, Fib, F2a, F
2b, F3a, F3b, F4a, F4b.

Based on the set/reset of F5a, F5b, F6a and F6b, motor M1. M2. M3. Activate M4, M5 or M6 in forward and reverse directions. The drive routine will be explained with reference to FIGS. 14a and 14b.

Referring to Figure 14a, flag Fla is set (1).
when the encoder En is set to selector 5LCI.
After instructing the selector 5LC2 to select the output of the limit switch LS door 1 and the selector 5LC2 to select the output of the limit switch LS door 1, the relay driver Drv is instructed to energize the relay RL1a to energize the motor M1 for forward rotation. When an output pulse is detected, relay RLI is sent to relay driver Drv.
The motor M1 is deenergized by instructing to de-energize the motor a. As a result, the sheet S T F R'h is moved backward by one step, so the counter CNI is incremented by one and the process returns to the main routine (FIG. 8).

However, when the limit switch L Sm1 is on, the seat 5TFR is at the rear slide limit position, so in that case, the process immediately returns to the main routine without energizing the relay RLla.

When flag Fib is set (1), selector 5LCI selects the output of encoder Enl.

After instructing the selector 5LC2 to select the output of the limit switch Lshi, the relay driver Drv is instructed to energize the relay RL1b to energize the motor M1 in the reverse direction, and then, when the output pulse of the encoder Enl is detected, the relay driver Drv is instructed to de-energize relay RL1b to de-energize motor M1. As a result, sheet STF,
moves forward by one step, so the counter CN
Count down I by 1 and return to the main routine. However, when the limit switch Lsht is on, the seat s'r is at the forward sliding limit position, so in that case, clear the counter CNI (to 0) without energizing relay RL1b and immediately return to the main routine. Return.

Similarly, when the flag F2a is set, the selector 5LCI is instructed to select the output of the encoder En2, the selector 5LC2 is instructed to select the output of the limit switch LS+a2, and then the relay driver Drv is instructed to energize the relay RL2a. Then, when the output pulse of the encoder En2 is detected, the relay driver Drv is instructed to de-energize the relay RL 2 a, and the motor M2 is de-energized. This makes the seat cushion SCF.

Since the front part rises by one step, the counter CN2
is counted up by 1 and returns to the main routine. However, when the limit switch LSm2 is on, the front part of the seat cushion 5CFR is at the upper limit position, so in that case, the process immediately returns to the main routine without energizing the relay RL2a.

When flag F2b is set, selector 5L
C1 is the output selection of encoder En2, selector 5LC
2 to select the output of limit switch LSh2, then instruct relay driver Drv to energize relay RL2b to energize motor M2 in the reverse direction, and then, when an output pulse of encoder En2 is detected, relay driver Drv The motor M2 is deenergized by instructing the relay RL2b to be deenergized. As a result, the front portion of the seat cushion SCF is lowered by one step, so the counter CN2 is counted down by one and the process returns to the main routine. However, when the limit switch LSh2 is on, the front part of the seat cushion Set=R is at the lowering limit position, so in that case, clear the counter CN2 without energizing relay RL2b and immediately return to the main routine. do.

When flag F3a is set, selector 5L
Set the output selection of encoder En3 to CI, selector 5LC
2 to select the output of limit switch LSI113, and then to relay driver Drv to select the output of limit switch LSI113.
Instruct motor a to rotate in the normal direction, and then
When the output pulse of encoder En3 is detected, it instructs relay driver Drv to de-energize relay RL3a and motor M
Deactivate 3. As a result, the seat cushion S CP
Since the R rear part rises by one step, the counter CN
3 is counted up by 1 and the process returns to the main routine. However, when the limit switch LSm3 is on, the rear part of the seat cushion 5CFR is at the upper limit position, so in that case, the process immediately returns to the main routine without energizing the relay RL3a.

When flag F3b is set, selector 5L
Set the output selection of encoder En3 to CI, selector 5LC
2 to select the output of limit switch LSh3, then instruct relay driver Drv to energize relay RL3b to energize motor M3 in the reverse direction, and then, when an output pulse of encoder En3 is detected, relay driver Drv The motor M3 is deenergized by instructing the relay RL3b to be deenergized. As a result, the rear part of the seat cushion 5cFFt is lowered by one step, so the counter CN3 is set to 1.
Countdown and return to the main routine. However, when the limit switch LSh3 is on, the rear part of the seat cushion 5CFR is at the lowering limit position, so in that case, the process returns to the main routine immediately after clearing the counter CN3 without energizing the relay RL3b.

See Figure 14b. When the flag F4a is set, the output selection of the encoder En4 is set to the selector 5LCI, and the limit switch LSm4 is set to the selector 5LC2.
After instructing the output selection of each, relay driver D
rv to energize relay RL4a to energize motor M4 for normal rotation, and then, when an output pulse from encoder En4 is detected, relay driver Drv is instructed to de-energize relay RL4a to de-energize motor M4. As a result, the seat back 5BFR is tilted backward by one step, so the counter CN4 is incremented by one and the process returns to the main routine. However, when the limit switch LS+m4 is on, the seatback 5BFR is at the limit position for backward tilting, so in that case, the process immediately returns to the main routine without energizing the relay RL4a.

When flag F4b is set, selector 5L
Set the output selection of encoder En4 to CI, selector 5LC
2 to select the output of limit switch LSh4, then instruct relay driver Drv to energize relay RL4b to energize motor M4 in the reverse direction, and then, when an output pulse of encoder En4 is detected, relay driver Drv The motor M4 is deenergized by instructing the relay RL4b to be deenergized. As a result, the seat pack SBF is tilted forward by one step, so the counter CN4 is counted down by one and the process returns to the main routine. However, when the limit switch LSh4 is on, the seatback SB, is at its forward tilt limit position, so in that case, the counter C is not energized without energizing the relay RL4b.
Immediately after clearing N4, the process returns to the main routine.

When flag F5a is set, selector 5L
Set the output selection of encoder En5 to CI, selector 5LC
After instructing output selection of limit switch LS+a5 to relay driver D r v, relay RL
5a to normally rotate the motor M5, and then, when an output pulse from the encoder En5 is detected, the relay driver Drv is instructed to de-energize the relay RL 5a to de-energize the motor M5. As a result, the tilt angle of the steering wheel SHL is directed downward by one step, so the counter CN5 is incremented by one and the process returns to the main routine. However, when the limit switch LSm5 is on, the tilt angle of the steering wheel SHL is at the downward limit position, so in that case, the relay R
Immediately returns to the main routine without energizing L5a.

When flag F5b is set, selector 5L
Set the output selection of encoder En5 to CI, selector 5LC
5 to select the output of the limit switch LSh, and then instructs the relay driver Drv to energize the relay RL5b to energize the motor M5 in the reverse direction.After that, when the output pulse of the encoder En5 is detected, the relay driver Drv Instructs to de-energize relay RL5b to de-energize motor M5. As a result, the tilt angle of the steering wheel SHL is turned upward by one step, so the counter CN
Count down 5 by 1 and return to the main routine. However, when the limit switch LSh is on, the tilt angle of the steering wheel SHL is at its upward limit position, so in that case, clear the counter CN5 without energizing relay RL5b and immediately return to the main routine. .

When flag F6a is set, selector 5L
Set the output selection of encoder En6 to CI, selector 5LC
2 to select the output of the limit switch LSm6, and then instructs the relay driver Drv to energize the relay RL6a to energize the motor M6 for forward rotation.After that, when the output pulse of the encoder En6 is detected, the relay driver Drv Instructs to de-energize relay RL6a to de-energize motor M6. As a result, the telescopic length of the steering wheel SHL increases by one step, so the counter CN6 is incremented by one and the process returns to the main routine. However, when the limit switch LSm6 is on, the telescopic length of the steering wheel SHL is at the extension limit position, so in that case, the process immediately returns to the main routine without energizing the relay RL6a.

When flag F6b is set, selector 5L
Set the output selection of encoder En6 to CI, selector 5LC
2 to select the output of limit switch LSh6, and then instructs relay driver Drv to energize relay RL6b to energize motor M6 in the reverse direction.After that, when the output pulse of encoder En6 is detected, relay driver Drv The motor M6 is deenergized by instructing the relay RL6b to be deenergized. As a result, the telescopic length of the steering wheel SHL is shortened by one step, so the counter CN6 is counted down by one and the process returns to the main routine. However, when the limit switch LSh6 is on, the telescopic length of the steering wheel SHL is at the shortening limit position, so in that case, the process returns to the main routine immediately after clearing the counter CN6 without energizing the relay RL6b.

As mentioned above, the switches Sla, Slb, S2a, S2
b, S3a, S3b+ S4a, S4b.

Seat S T vx Rt Seat back S B F Rt according to the operation of S5a, S5b, S6a or S6b
Seat cushion S CF Rp Steering SHL attitude control is repeated in a loop.

When the FR door is opened with the driver still in the car.

When the register M1 is 1, the door courtesy switch SWD is turned on. If this condition is detected, it is determined to be an indication of the driver's intention to exit the vehicle, but since the FR door may be opened to check the rear when reversing, the ignition switch Si
When g is on, the condition is that the gear position is neutral or parked.

If it is determined that the driver intends to get off the vehicle, the flag FH is set (1) and the evacuation routine is executed.

, the saving routine is shown in FIG. 11.6 Referring to FIG. 11, since the flag FMb is reset (because the flag was reset initially), this is set and the counter CNI is reset.

CN2. CN3. CN4. The contents of CN5 and CN6 are stored in memories MEMI, MEM2 . MEM3. MEM
4. Store in MEM5 and MEM6. After this, each data CMI, CM2 . CM3
．． GM4, 0M5 and 0M6 to registers RMI, RM
2. RM3. RM4. Stored in RM5 and RM6, flags FJL FJ2. FJ3. FJ4. FJ5 and F
Reset J6 and execute the flag set routine. As explained below, Sea F' STF R + Seat Pack S B P Rl Seat Cushion 5CFR
The seat retraction routine is repeated in a loop until the steering wheel SHL is controlled to the ingress/egress position.However, from the next time onwards, since the flag FMb has been set, only the flag setting routine will be executed.

The flag set routine is shown in FIG. Referring to FIG. 12, when resetting flag FJI,
The value of counter CNI and the value of register RMI are compared. At this time, if the value of the counter CN1 is less than the value of the register RMI, a flag Fla for energizing the motor M1 in the forward rotation is set (1), and a flag Fi for energizing the motor M1 in the reverse rotation is set (1).
Reset b (0) L, and set flag Fib (1) if the value of counter CNI exceeds the value of register RMI.
) and resets the flag Fla (to 0).

That is, as described above, when flag Fla is set and flag Fib is reset, sheets ST and R are driven backward by one step in the next drive routine, and counter CN1
is incremented by 1 count, and when flag Fla is reset and flag F1b is set, seat 5TFR is driven forward by 1 step in the primary drive routine, and counter CN1 is decremented by 1 count. The value of the counter CNI becomes equal to the value of the register RMI, and the seat 5TFR is set at a slide position corresponding to the value of the register RMI (corresponding to the getting-on/off position). When the value of the counter CNI and the value of the register RM1 become equal, the flag FJI is set (1) and the flag Fla and the flag Fib are reset (0). From then on, flag F
Since JI is set, energization control of motor M1 is not performed.

When resetting flag FJ2, counter C
The value of N2 and the value of register RM2 are compared. At this time, if the value of counter CN2 is less than the value of register RM2, flag F2a is set (1
) to reset (0) the flag F2b that energizes the motor M2 in the reverse direction, and if the value of the counter CN2 exceeds the value of the register RM2, sets the flag F2b (1) and resets the flag F2a (0). . In other words, as described above, if the flag F2a is set and the flag F2b is reset, the seat cushion S CF is set in the next drive routine.
Since the front portion of the R is driven upward by one step and the counter CN2 is incremented by one count, when the flag F2a is reset and the flag F2b is set, the front portion of the seat cushion 5CFR is lowered by one step in the primary drive routine. The counter CN2 is counted down by 1, and while this is repeated, the value of the counter CN2 becomes equal to the value of the register RM2, and the value of the register RM2 corresponds to (
The front part of the seat cushion 5CFR is set at a height corresponding to the getting on/off position. Value of counter CN2 and register RM2
When the values of are equal, flag FJ2 is set (1),
After the flag F2a and the flag F2b are reset (to 0), since the flag FJ2 is set, the energization control of the motor M2 is not performed.

When resetting flag FJ3, counter C
The value of N3 and the value of register RM3 are compared. At this time, if the value of counter CN3 is less than the value of register RM3, flag F3a is set (1
) and resets (to 0) the flag F3b that energizes the motor M3 in the reverse direction, and if the value of the counter CN3 exceeds the value of the register RM3, sets the flag F3b (to 1) and resets the flag F3a (to 0). That is, as mentioned above, when flag F3a is set and flag F3b is reset, the seat cushion scF and the rear part are driven up by one step in the primary drive routine, and the counter CN3 is incremented by one count. When the flag F3a is reset and the flag F3b is set, the seat cushion scF and the rear part are driven down by one step in the first drive routine, and the counter CN3 is counted down by 1. While this is repeated, the value of the counter CN3 and The values of the registers RM3 become equal, and the rear part of the seat cushion SCFR is set to a height corresponding to the value of the register RM3 (corresponding to the riding position). Value of counter CN3 and register RM
When the values of 3 become equal, the flag FJ3 is set (1), and the flags F3a and F3b are reset (0). From then on, since the flag FJ3 is set, the motor M3
energization control is not performed.

When resetting flag FJ4, counter C
The value of N4 and the value of register RM4 are compared. At this time, if the value of counter CN4 is less than the value of register RM4, flag F4a is set (1
) and resets (to 0) the flag F4b that energizes the motor M4 in the reverse direction, and if the value of the counter CN4 exceeds the value of the register RM4, sets the flag F4b (to 1) and resets the flag F4a (to 0). That is, as described above, when flag F4a is set and flag F4b is reset, the seatback SBF is driven backward by one step in the primary drive routine, and the counter CN4 is counted up by one.

When the flag F4a is reset and the flag F4b is set, the seat back 5BFR is driven forward by one step in the first drive routine and the counter CN4 is counted down by 1. While this is repeated, the value of the counter CN4 and the register RM4 are The values become equal, and the seat back 5BFR is set to a reclining position corresponding to the value of the register RM4 (corresponding to the getting-on/off-boarding posture). When the value of counter CN4 and the value of register RM4 become equal, flag FJ4 is set (1), and flags F4a and F4b are reset (0). From then on, since flag FJ4 is set, the energization control of motor M4 is Don't do it.

When resetting flag FJ5, counter C
The value of N5 and the value of register RM5 are compared. At this time, if the value of counter CN5 is less than the value of register RM5, flag F5a is set (1
) and resets (to 0) the flag F5b that energizes the motor M5 in the reverse direction, and if the value of the counter CN5 exceeds the value of the register RM5, sets the flag F5b (to 1) and resets the flag F5a (to 0). In other words, as described above, when flag F5a is set and flag F5b is reset, the steering wheel SHL is set in the next drive routine.
The tilt angle of the counter C is driven downward by one step.
Since N5 is counted up by 1, flag F5 is also increased.
When a is reset and flag F5b is set, the tilt angle of the steering wheel SHL is driven upward by one step in the next drive routine and the counter CN5 is counted down by one, so while this is repeated, the counter C
The value of N5 and the value of register RM5 become equal, and the steering wheel SHL is set to a tilt angle corresponding to the value of register RM5 (corresponding to the getting-on/off position). When the value of counter CN5 and the value of register RM5 become equal, flag FJ5
is set (1), and flag F5a and flag F5b are reset (0). From then on, since flag FJ5 is set, energization control of motor M5 is not performed.

When resetting flag FJ6, counter C
The value of N6 and the value of register RM6 are compared. At this time, if the value of counter CN6 is less than the value of register RM6, flag F6a is set (1
) and resets (0) the flag F3b that energizes the motor M6 in the reverse direction, and if the value of the counter CN6 exceeds the value of the register RM6, sets the flag F6b (1) and resets the flag F6a (0). do. In other words, as described above, if flag F6a is set and flag F6b is reset, the steering wheel SH will be
Since the telescopic length of the steering wheel SHL is extended by one step and the counter CN6 is counted up by one, when the flag F6a is reset and the flag F6b is set, the telescopic length of the steering wheel SHL is extended by one step in the next driving routine. The counter CN6 is counted down by 1, and while this is repeated, the value of the counter CN6 becomes equal to the value of the register RM6, and the steering wheel SHL is adjusted to the telescopic length corresponding to the value of the register RM6 (corresponding to the boarding/exiting position). Set. When the value of counter CN6 and the value of register RM6 become equal, flag FJ6 is set (1), and flag F6
a and flag F6b are reset (0). Later,
Since flag FJ6 is set, energization control of motor M6 is not performed.

In this way, the evacuation routine (after setting the flag FMb is essentially the flag setting routine) and the drive routine are repeatedly executed to move the seat 5TPQs seat cushion S CF Rr seatback 5BFR and steering wheels S'H and L into and out of the vehicle. Set the posture. Even if the driver gets off the vehicle during this time and 0 is set in the register M1, the repeated execution continues because the flag FH is set. The flag FH is as shown in FIG.
Set the seat 5TFRI seat cushion SCF, seat pack 5BFR and steering wheel SHL to the riding position (flags FJI, FJ2°FJ3.FJ4
．． Reset when FJ5 and FJ6 are set).

When the driver exits the vehicle (register M1 = 0), when the FR door is closed (SWD off), the FR seat will be empty until the next FR door is opened (SWD on), so the relay RLO is set to relay driver Drv. A standby mode is set in which the FR door courtesy switch SWD described above is monitored by instructing de-energization.

Next, the return routine will be explained. As mentioned above, the FR door is opened in standby mode (FR door courtesy switch SW
D is on), when the driver gets on board, register ML=1),
FR door is closed (FR door courtesy switch SWD
When the engine is started (ignition switch Sig is turned on), the input reading routine, return routine, and drive routine are repeatedly executed in a loop.

Here, in the input reading routine, switch Sla is activated.

SLb, S2a, S2b, S3a, S3b, S4a, S
The description will continue assuming that none of 4b, S5a, S5b, S6a, and S6b are operated.

See Figure 1O. In the return routine.

Since the flag F M a is being reset (the flag is being reset), after setting this flag (to 1), the register RM1. RM2. RM3゜RM4. RM5
and memories MEMI, MEM2 . M
EM3. MEM4. Stores the contents of MEM5 and MEM6. These memories MEMI, MEM2. MEM3
．． As mentioned above, the contents of MEM4゜MEM5 and MEM6 include the seat STF trap and seat cushion Set before the driver exits the vehicle (precisely, before executing the evacuation routine).
R.

Seat back SBF and steering wheel SH
This data corresponds to the posture of L, and specifically, each counter CNI, CN2 . CN3. CN4. C.N.
5 and CN6.

Next, flags FJI, FJ2. FJ3. FJ4゜FJ5
Then, FJ6 is reset (0) and the flag set routine is executed. In this case, as described above, the flags Fla, Fib, F2a, F2b, F
3a, F3b.

F4a, F4b, F5a, F5b, F6a and F6b
Set/reset. Therefore, by repeatedly executing the return routine and the drive routine, the postures of the seats ST, R, seat cushion SCF Re, seat back SBF, and steering wheel SHL are set to the postures before execution of the retreat routine (return).

While repeatedly executing the return routine, the flag FJI is set when the front slide switch Sla or the rear slide switch Slb is operated, the flag FJ2 is set when the front seat up switch 32a or the front seat down switch S2b is operated, and the flag FJ2 is set to raise the seat back. switch S3a
Or, when the seat rear lowering switch S3b is operated, the flag FJ3 is set, when the reclining switch S4a or the unreclining switch S4b is operated, the flag FJ4 is set, and when the tilt down switch 85a or the tilt up switch S5b is operated, the flag FJ5 is set. When the telescopic long switch S6a or the telescopic short switch S6b is operated, the flag FJ6 is set in the respective input reading routines, so even if the return of the part corresponding to the operation switch has not been completed, that part will still be compatible with the switch operation. Attitude control is switched to

Note that the seat drive mechanism and steering drive mechanism shown in the above embodiments are merely examples and do not limit the present invention, and various other drive mechanisms have been proposed and implemented. However, since the detailed explanation here is irrelevant to the gist of the present invention, it will be omitted.

Further, in the above embodiment, a standby mode is provided in which the relay RLO is deenergized and passenger detection is not performed, but this is for the purpose of preventing early wear and tear of the battery BT, and this also directly corresponds to the gist of the present invention. There is no relationship.

〔Effect of the invention〕

As explained above, according to the on-vehicle posture control device of the present invention, when the first condition for opening the driver's seat door with an occupant in the driver's seat is satisfied, the on-vehicle posture control device including the driver's seat and/or the steering wheel is The equipment is driven to a predetermined attitude.

Since this first condition is satisfied when the driver exits the vehicle, by setting the predetermined posture to be convenient for the driver to exit the vehicle, the driver can safely and easily exit the vehicle. Also, Dora,
b) The second condition of closing the driver's seat door with an occupant in the driver's seat is not satisfied until the driver gets in the vehicle and closes the driver's seat door, so the driver can get in the vehicle in that position. Therefore, the driver can ride safely and easily. When the driver uses the vehicle, he sits on the driver's seat and closes the driver's door, so the second condition is satisfied, and as a result, the storage means stores the posture information of the onboard equipment that the driver had set before getting out of the vehicle. It will be read and automatically set.

[Brief explanation of the drawing]

FIG. 1a is a block diagram showing the configuration of an attitude control system according to an embodiment. FIG. 1b is a perspective view showing details of the coverage portion of the driver's door courtesy switch SWD shown in FIG. 1a. FIG. 2a is a side view showing the drive mechanism of the driver's seat s'rF, and FIG. 2b is a perspective view showing the seat base mechanism. Fig. 3a is a side view showing the drive mechanism of the steering wheel SHL, and Fig. 3b is a sectional view showing a part thereof in detail. FIG. 4 is a block diagram showing the configuration of the occupant detection unit and unit 2 of the system shown in FIG. FIG. 5 is a side view of the vehicle showing the arrangement of the electrode sheet ELF. →J FIG. 6 is a partially exploded sectional view showing the structure of the driver's seat 5TFR, and FIG. 6b is a VIB-VIB sectional view of the seat cushion 5CFR shown in FIG. 6a. FIG. 6c is a perspective view showing the structure of the trim lever assembly 50 of the seat cushion scF shown in FIGS. 6a and 6b. FIG. 7 is a graph showing, by way of example, temporal changes in the oscillation frequency f of the oscillator oSC shown in FIG. 4 and the reference data Ref. Figure 8, Figure 9, Figure 10, Figure 11, Figure 12, Figure 1
3, FIG. 14a, and FIG. 14b are flowcharts showing the general operation of the microcomputer 1 shown in FIG. 1. Microcomputer (attitude control means) 2: Occupant detection unit 3: 0.1 second timer 1.2, 3: (Person detection means) 4: Decoder 5: Power supply unit 141.14
2: Base frame 151.15□p16s, 162: Rail 1711
#1712 + 1721 + 1722: Arm 18, . 182: Threaded rod 50 Nidorim cover assembly 51: Skin 52: Wadding 53: Lead wire ELp = width; Electrode sheet 54: Wadding force bar 60: Seat cushion pad 61. 62: Through hole 70: Pad support 8
0: Seat cushion frame 90 Seat cushion frame 100 Seat slide mechanism (seat longitudinal drive mechanism) 200:
Front height adjustment mechanism 300: Rear height adjustment mechanism 200.300: (Vertical drive mechanism) 400: Reclining machine mc seat pack tilt drive mechanism) 110.210, 310: Nut unit 410: Reclining arm 411.421: Worm gear 412.413: Protrusion 500: Tilt steering m structure (steering wheel tilt drive mechanism) 511.512,513,610: Shaft 520.
631: Gear train 530: Reciprocating body 540 Near shoulder bracket assembly 600: Telescopic steering mechanism (steering wheel telescopic drive mechanism) 611: Universal joint 620: Outer bracket 630: Inner bracket xoo, 2oo, 3oo, 4oo, soo, soo:
(Attitude change mechanism) Drv: Relay driver RLO, RLla, RLlb, RL2a, RL2b, R
L3a, RL3b. RL4a, RL4b, RL5a, RL5b, RL6a,
RL6b: Relay rQO, r'Q1a, rQlb, r
Q2a, rQ2b, rQ3a, rl13b, rQ4a,
r Q 4b, r Q 5a, r Q 5b, r Q
6a, r Q 6b: Relay contacts Ml, M2. M3.
M4. MS, M6: Motor (drive means) Enl, En
2. En3. En4. En5. En6: Rotary encoder 1, Enl, En2. En3. En4. En5.
En6: (Attitude detection means) SHI, SH2, SH3
, SH4, 5) 15.5116: Waveform shaping circuit 5LC
I, 5LC2: Selector SWD: Driver seat door courtesy switch (opening/closing detection means) SWN: Switch knob Snp: Neutral & parking position switch Sig: Ignition switch Sla: Rear slide switch Slb: Front slide switch 52a: Seat front lift switch S2b : Seat forward lowering switch S3a : Seat rear locking switch S3b : Seat rear raising switch S4a : Reclining switch S4b : Unreclining switch Sea : Tilt down switch S5b : Tilt up switch S6a : Telescopic long switch S6b : Telescopic short switch Sla , Slb, S2a, S2b, S3a, S3b. S4a, S4b, Sea, S5b, S6a, S6b:
(Input means) LShI JLSI+1, LSh2
, LSm2, LSh3, LSm3. LSha #LS114 +LSh5, LSn+5
, LSh6, LSm6: Limit switch DORI: Driver seat door (driver seat door) PLA
: Center pillar FORK : Fork bolt 5T
KR Nistryka STF: Driver's seat (driver's seat) SBFR: Driver's seat seat back (driver's seat seat back) SCFR: Driver's seat seat cushion (driver's seat seat cushion) SHL: Steering wheel (Steering wheel) STp = 0, SHL: (Onboard equipment) Brl, Br2
．． Br3: Bearing MAN: Personnel CTR: Counter OSC: Oscillator PSR: Parallel-in/Serial-out/Shift register ROOF: Roof Floor: Floor, floor voice 1
Figure 4 Figure 7 Figure East 68 Figure Voice 6b Figure Voice 6C Figure 8 Figure 9 ■ Figure 10 Figure 11 Prisoner Procedure Correction Belt (Voluntary) January 23, 1988

Claims (12)

[Claims] (1) On-vehicle equipment whose posture can be changed freely, including at least either a driver's seat or a steering wheel; An attitude-changing mechanism that includes a drive means and which changes the attitude of the on-vehicle equipment; An attitude change of the on-vehicle equipment Input means for inputting instructions; Attitude detection means for detecting the attitude of the on-vehicle equipment; Opening/closing detection means for detecting opening/closing of the driver's seat door; Personnel detecting means for detecting the presence or absence of a person on the driver's seat; Memory means; and, when receiving the attitude change instruction from the input means, energizes and controls the drive means of the attitude change mechanism in response to the attitude change instruction, and at least detects the presence of a person by the person detection means and the driver's seat door by the opening/closing detection means. Under a first condition including open detection, the attitude information detected by the attitude detection means is stored in the storage means, and the drive means of the attitude change mechanism is energized and controlled to set a predetermined attitude of the on-vehicle equipment; Under a second condition including the presence of a person detected by the person detection means and the driver seat door closed detected by the opening/closing detection means, posture information is read from the storage means, and the drive means of the posture change mechanism is activated in accordance with the posture information. control the forces,
An on-vehicle attitude control device comprising attitude control means; (2) The on-vehicle equipment is a driver's seat whose posture can be freely changed in the longitudinal direction; the posture changing mechanism is a seat longitudinal drive mechanism for changing the posture of the seat in the longitudinal direction; the posture The detection means is a seat longitudinal posture detection means for detecting the posture of the seat in the longitudinal direction; the on-vehicle equipment posture control device according to claim (1). (3) The on-vehicle equipment is a driver's seat equipped with a seat back that can freely change the angle in the longitudinal direction; the posture change mechanism is a seat back tilt drive for changing the inclination of the seat back in the longitudinal direction. The posture control device for an on-vehicle equipment according to claim 1, wherein the posture detection means is a seatback angle detection means for detecting an angle of the seatback in the longitudinal direction. (4) The on-vehicle equipment is a driver's seat equipped with a seat cushion that can freely change the posture of the seat cushion in the vertical direction; the posture change mechanism is a vertical drive mechanism for changing the posture of the seat cushion in the vertical direction. Yes; the posture detecting means is a seat cushion vertical posture detecting means for detecting the posture of the seat cushion in the vertical direction; the posture control device for on-vehicle equipment according to claim (1). (5) The on-vehicle equipment is a driver's seat that can freely change its posture in the longitudinal direction and includes a seat back that can freely change its angle in the longitudinal direction and a seat cushion that can change its posture in its vertical direction; includes a seat longitudinal drive mechanism for changing the longitudinal posture of the seat, a seatback tilt drive mechanism for changing the longitudinal tilt of the seat back, and a seat back tilt drive mechanism for changing the longitudinal posture of the seat cushion. the posture detecting means includes a seat longitudinal posture detecting means for detecting the longitudinal posture of the seat, a seat back angle detecting means for detecting the longitudinal angle of the seat back, and a seat back angle detecting means for detecting the longitudinal angle of the seat back; Seat cushion vertical posture detection means for detecting the vertical posture of the cushion;
The on-vehicle attitude control device described in item 1). (6) The on-vehicle equipment is a steering wheel that can freely change the attitude of the steering wheel in the axial direction; the attitude change mechanism is a steering wheel telescoping drive mechanism for changing the attitude of the steering wheel in the axial direction; The attitude detecting means is a steering wheel axial attitude detecting means for detecting the attitude of the steering wheel in the axial direction; the on-board equipment attitude control device according to claim (1). (7) The on-vehicle equipment is a steering wheel that can freely change the angle in the vertical direction; the attitude change mechanism is a steering wheel tilt drive mechanism for changing the vertical angle of the steering wheel; The attitude detecting means is a steering wheel angle detecting means that detects an angle of the steering wheel in the vertical direction; an attitude control device for on-vehicle equipment according to claim (1). (8) The on-vehicle equipment is a steering wheel that can freely change the posture in the axial direction and the angle in the vertical direction; a drive mechanism and a steering wheel tilt drive mechanism for changing the vertical angle of the steering wheel; the attitude detection means includes a steering wheel axial attitude detection means for detecting an axial attitude of the steering wheel; Steering wheel angle detection means for detecting the vertical angle of the steering wheel;
An attitude control device for on-vehicle equipment according to claim (1). (9) The above-mentioned on-board equipment includes a driver's seat whose posture can be freely changed in the longitudinal direction, which is equipped with a seat back whose angle can be freely changed in the longitudinal direction, a seat cushion whose posture can be changed in the vertical direction, and an axial posture. The steering wheel is a steering wheel that can be freely changed and the angle can be changed in the vertical direction; the posture changing mechanism includes a seat longitudinal drive mechanism for changing the posture of the seat in the longitudinal direction; a seat back tilt drive mechanism, a vertical drive mechanism for changing the vertical posture of the seat cushion, a steering wheel telescoping drive mechanism for changing the axial posture of the steering wheel, and a steering wheel telescoping drive mechanism for changing the axial posture of the steering wheel. a steering wheel tilt drive mechanism for changing the vertical angle; the posture detecting means includes a seat longitudinal posture detecting means for detecting the longitudinal posture of the vehicle seat; Seat back angle detection means for detecting, seat cushion vertical posture detection means for detecting the vertical posture of the seat cushion, steering wheel axial posture detection means for detecting the axial posture of the steering wheel, and the steering wheel. The attitude control device for on-vehicle equipment according to claim (1) is a steering wheel angle detection means for detecting the vertical angle of the wheel. (10) The attitude control means stores the attitude information detected by the attitude detection means in the storage means only once each time the first condition is met, and controls the drive means of the attitude change mechanism to be energized. Claims (1), (2), (3), and (4) set the predetermined posture of on-vehicle equipment by
12. An attitude control device for on-vehicle equipment as described in item (5), item (6), item (7), item (8), or item (9). (11) The attitude control means reads attitude information from the storage means only once each time the second condition is satisfied, and controls the drive means of the attitude change mechanism to be energized according to the attitude information. Claims (1) and (2)
Attitude of on-vehicle equipment described in paragraphs 3, 3, 4, 5, 6, 7, 8, or 9 Control device. (12) The attitude control means stores the attitude information detected by the attitude detection means in the storage means only once each time the first condition is satisfied, and controls the drive means of the attitude change mechanism to be energized. to set a predetermined attitude of the on-vehicle equipment; each time the second condition is satisfied, attitude information is read from the storage means only once, and the drive means of the attitude change mechanism is actuated in accordance with the attitude information; Claim (1), wherein the bias is controlled;
Vehicles described in paragraph (2), (3), (4), (5), (6), (7), (8) or (9) Upper equipment attitude control device.