Human-machine interface for a seat adjustment system

Abstract

The invention relates to a human-machine interface (1) for a seat adjustment system (10) of a vehicle (2), wherein the seat adjustment system (10) determines a risk measure in dependence on a detected target-seat adjustment state of a seat (3) and a driving state parameter and performs a transition of the seat (3) into the target-seat adjustment state only if the risk measure does not exceed a threshold value, wherein the human-machine interface (1) is configured to output to a user which predefined feasible-seat adjustment states can be reached depending on the current driving state parameter, to detect a target-seat adjustment state by a user input and to output to the user into which target-seat adjustment state the seat (3) is currently to be transitioned.

Description

Technical Field

[0001] This invention relates to a human-machine interface for a seat adjustment system. Furthermore, this invention relates to a seat adjustment system having such a human-machine interface. The seat adjustment system is particularly suitable for use in vehicles. Background Technology

[0002] Seat adjustment systems for vehicles are known from the prior art. DE 10 2014 214 364 A1 specifically describes a system in which a seat rotation of, for example, 180° can be performed based on the vehicle speed to orient itself in the opposite direction of travel. It is well known that whether a target seat position can be achieved is determined based on risk measurement parameters based on the current driving conditions. Summary of the Invention

[0003] The human-machine interface according to the invention is configured for a vehicle seat adjustment system and enables reliable and intuitive operation of the seat adjustment system. The seat adjustment system should determine risk measurement parameters based on detected target-seat adjustment state and driving state parameters of the seat, and only execute a transition of the seat to the target-seat adjustment state if the risk measurement parameters do not exceed a threshold. This means that the user-desired seat transition cannot always be implemented in such a seat adjustment system. The human-machine interface allows for optimized control of the seat adjustment system, providing optimal feedback to the user.

[0004] The human-machine interface (HMI) is configured to output to the user what predefined feasible seat adjustment state can be achieved based on the current driving state parameters. Thus, the user can particularly identify which target seat adjustment states are currently possible. Furthermore, the HMI is configured to detect target seat adjustment states through user input. If such a target seat adjustment state can be achieved, meaning the associated risk measurement parameter is below a threshold, a corresponding display is preferably made. An optical display could be, for example, the slowly flashing edge of a symbol associated with the target seat adjustment state. Finally, the HMI is configured to output to the user which target seat adjustment state the seat should currently be switched to. This is, for example, optically, through the rapidly flashing edge of a symbol associated with the target seat adjustment state.

[0005] The dependent claims illustrate preferred improvements to the invention.

[0006] Preferably, the human-machine interface is configured to output to the user the time period required for the current transition to reach the detected target seat adjustment state. This can be achieved, for example, optically using a countdown counter or a progress display. Thus, the user can directly recognize that a transition is in progress and how long it will take until the target seat adjustment state is reached.

[0007] Furthermore, the human-machine interface is preferably configured to output to the user that if the risk measurement parameter is higher than a threshold, the user cannot switch to the detected target-seat adjustment state. This can be achieved, for example, optically using edges of correspondingly different colors, especially flashing edges. Thus, the user can directly identify that a switch is not possible.

[0008] Particularly preferred is that the human-machine interface is configured to output to the user the reasons for the inability to transition to the detected target-seat adjustment state, based on risk measurement parameters. This allows the user to directly identify the necessary actions to achieve the desired target-seat adjustment state. The output may be, for example, optical or acoustic.

[0009] In another particularly preferred design, the human-machine interface is configured to output alternative feasible seat adjustment states to the user based on risk measurement parameters, wherein transitions to said alternative feasible seat adjustment states are possible. Thus, the user can identify which alternatives are possible to achieve their desired result. The user can thus easily and minimally select an alternative seat adjustment state or wait until the initially desired seat adjustment state becomes available.

[0010] The human-machine interface is advantageously configured to output a fault report to the user when the detected actual-target seat adjustment state is not reached within a predefined time. This predefined time can be calculated in advance or determined empirically. If this time is exceeded, it can be considered a fault in the seat adjustment system, and a corresponding fault report can be output to the user. Alternatively or supplementarily, the human-machine interface is configured to output a fault report to the user when the actuator of the seat adjustment system is defective. This can be achieved, for example, through feedback from an intelligent actuator. The output of the fault report can, in particular, include additional information about the type of fault. The output can be, for example, optical or acoustic.

[0011] Preferably, the human-machine interface is configured not to detect new target-seat adjustment states during existing transitions. Thus, the existing transition must be completed before a new transition can begin. Therefore, new user input is preferably ignored by the human-machine interface during the transition.

[0012] In an alternative design, the human-machine interface is configured to: detect a new target-seat adjustment state during an existing transition using user input and interrupt the existing transition by means of the seat adjustment system. The seat adjustment system, in this case, performs the previously described checks on risk measurement parameters for the newly detected target-seat adjustment state to determine whether the new target-seat adjustment state can be achieved. If so, the transition to the target-seat adjustment state is initiated, specifically from the intermediate position of the previously interrupted transition. The human-machine interface thus reliably implements the user's desired transition.

[0013] In an advantageous design, the human-machine interface includes an audio system. This audio system is used to detect the target-seat adjustment state via voice control. In particular, output can be made through the audio system, allowing information to be given to the user acoustically. Alternatively or supplementarily, the human-machine interface includes a tactile input device, particularly a touchscreen and / or buttons and / or switches. This tactile input device is used to detect the target-seat adjustment state. In an advantageous design using a touchscreen, information is specifically output to the user optically. As an alternative or supplementary design, a video system is also provided for detecting the target-seat adjustment state via gesture control. Finally, as an alternative or supplementary design, a motion recognition system is provided. This motion recognition system is, in particular, a force-measuring system that can be mounted on the seat and is used to detect the target-seat adjustment state based on the user's movements. Therefore, the force-measuring system can, for example, detect increased pressure acting on the seat back and interpret this as the user's desire to recline. Thus, the target-seat adjustment state in a reclining position can be detected. This provides an easy, cost-effective, and highly intuitive input solution for users.

[0014] Finally, the present invention relates to a seat adjustment system for a vehicle. This seat adjustment system has at least one actuator for adjusting the vehicle seat, a control unit, and a human-machine interface as described above. The control unit is configured to first detect a target seat adjustment state via the human-machine interface. This can be done, as described above, particularly through acoustic input, through tactile input devices, particularly those with optical displays, through gesture recognition, and / or through a force-measuring system for determining the force applied by the user to the seat. To detect the target seat adjustment state, the human-machine interface preferably provides the user with possible feasible seat adjustment states, allowing the user to preferably select the target seat adjustment state from among the feasible states. Furthermore, the control unit is configured to calculate the transition time required for switching the seat from the actual seat adjustment state to the target seat adjustment state. For this purpose, predefined values ​​for the transition are stored in the control unit or in a memory accessible to the control unit. Additionally, the control unit is configured to determine at least one current driving state parameter of the vehicle, which describes the current driving state of the vehicle. Here, the driving state parameters may be, for example, the vehicle's speed and / or acceleration. The control unit is configured to calculate a risk measurement parameter from the driving state parameters and the transition time. This risk measurement parameter thus indicates a risk scale for estimating the feasibility of a user-desired seat adjustment. The corresponding transition is only performed if the target seat adjustment state can be reliably achieved. Therefore, the control unit is ultimately configured to operate the actuator to transition the seat to the target seat adjustment state once the risk measurement parameter does not exceed a predefined threshold. In this case, the transition is possible.

[0015] The seat adjustment system preferably includes a vehicle seat. This seat is adjustable via the actuator. Here, the human-machine interface (HMI) is fixed to the seat for transitioning to a target-seat adjustment state together with the seat. Especially when configured as a touchscreen, this ensures that the user can make new inputs at any time and obtain information about the touchscreen at any time. Alternatively, the HMI is arranged in a manner that allows for adjustment separately from the seat. For example, the HMI can be guided movably within its own track. The target-seat adjustment state preferably also includes a target position for the HMI, in which the HMI can continue to be operated by the user from the target-seat adjustment state of the seat. Preferably, with regard to the touchscreen, it also allows for easy continuous operation by the user and output of information to the user. Attached Figure Description

[0016] The embodiments of the present invention will now be described in detail with reference to the accompanying drawings.

[0017] In the attached diagram:

[0018] Figure 1 A seat adjustment system according to an embodiment of the invention is shown in a vehicle. Detailed Implementation

[0019] Figure 1 A vehicle 2 with a seat adjustment system 10 is schematically shown, the vehicle having a human-machine interface 1 according to one embodiment of the invention. The seat adjustment system 10 has a control unit 11, an acceleration sensor 5 for detecting the acceleration of the vehicle 2, and a speed sensor 6 for detecting the speed of the vehicle 2. The control unit 11 is coupled to the acceleration sensor 5 and the speed sensor 6. The speed sensor 6 is particularly a wheel sensor that detects the movement of the wheels 7 of the vehicle 2.

[0020] Furthermore, the vehicle 2 has at least one seat 3. The seat 3 is adjustable via an actuator 4, wherein... Figure 1 The actuator 4 described herein is shown as a longitudinal adjustment mechanism. The actuator 4 is particularly advantageous in enabling the seat 3 to move and / or rotate in any direction.

[0021] The vehicle 2 is specifically equipped for autonomous or at least automated operation. Thus, the user of the vehicle 2 does not need to input driving instructions, but can be driven by the vehicle 2 to the desired destination. Alternatively, in automated operation, especially highly automated operation, driver support is provided while driving the vehicle 2. To improve user comfort during use of the vehicle 2 in autonomous or automated operation, the user can select different seat adjustment states of the seats 3. Therefore, for example, all seats 3 can be aligned with each other to facilitate communication among the vehicle's occupants. Seating positions that provide the user with the greatest leg freedom are also possible.

[0022] However, for safety reasons, not all seat movements should be performed without regard to the driving status of vehicle 2. Especially at high speeds of vehicle 2, user safety should be considered in the event of a potential malfunction. At the same time, maximum user comfort should be provided by minimizing obstruction to seat movement.

[0023] The control unit 11 performs a risk assessment to check whether the transition of the seat 3 from the actual seat adjustment state to the target seat adjustment state can be performed. The target seat adjustment state has been selected by the user through the human-machine interface 1. Preferably, the user can select from a number of predefined adjustment states to place the seat 3 in the desired position.

[0024] Furthermore, the control unit 11 is configured to perform calculations for the transition time required to switch the seat 3 from the actual seat adjustment state to the target seat adjustment state. For this purpose, the model of the actuator 4 stored in the control unit 11 is particularly utilized.

[0025] The control unit additionally determines at least one current driving state parameter of vehicle 2. This driving state parameter describes the current driving state of vehicle 2. Specifically, the driving state parameter can be the current speed of vehicle 2. Alternatively or supplementarily, the driving state parameter can be the current acceleration of vehicle 2. These parameters can be directly derived from acceleration sensor 5 and speed sensor 6. Furthermore, as an alternative or supplementary solution, it is possible to obtain the driving state parameters from other control units of the vehicle coupled to the controller 1. Therefore, the controller 1 can preferably utilize the vehicle 2's assistance functions, such as activating traffic jam assist and / or traffic sign monitoring. Thus, the driving state parameters can depict additional information affecting the motion of vehicle 2.

[0026] For example, the following driving state parameters can be used: In principle, low speed is advantageous. Therefore, it is stipulated that the driving state parameters correspond to the current speed of vehicle 2 detected by speed sensor 6, so that a smaller driving state parameter indicates less risk compared to a larger driving state parameter. Similarly, different weights can be applied to specific ranges of speed, such that speeds between 0 m / s and 2.8 m / s are associated with a driving state parameter of zero, while larger speeds are directly used as driving state parameters.

[0027] As with speed, the same principle applies to acceleration: the smaller the acceleration, the lower the risk. Therefore, another driving state parameter can be directly obtained from the acceleration sensor 5. Similarly, like with speed, different weights can be applied to different ranges, such as for speeds below 2 m / s². 2 For small accelerations, the driving state parameter occupies a value of zero; for larger accelerations, it occupies the actual acceleration value.

[0028] Furthermore, it is possible to detect how long the traffic jam assist of vehicle 2 is activated. If the traffic jam assist is activated within a predefined time interval, such as one to two minutes, another driving status parameter is selected to be smaller than if this predefined time interval is not reached. For a longer period of effectiveness of the traffic jam assist, it can be assumed that vehicle 2 is no longer in the process of traffic jam ending.

[0029] By using traffic sign recognition, the red light phase of a traffic light can be identified. If a red light phase is identified, a timer is preferably activated. The higher the time, that is, the longer the red light phase lasts, the higher another driving state parameter is selected, because the probability that the red light phase ends and vehicle 2 resumes movement increases. Therefore, as a driving state parameter, past time, that is, the current value of the timer, can be used directly.

[0030] Preferably, all these driving state parameters are designed such that smaller values ​​for the corresponding driving state parameters indicate a smaller risk during seat adjustment. This also clearly applies to the previously calculated transition time; a smaller transition time also indicates a lower risk. The risk measurement parameter is calculated from all driving state parameters and from the transition time. This is done, in particular, by multiplying the driving state parameters by the transition time. Thus, the total risk of the desired seat adjustment can be estimated based on the risk measurement parameter.

[0031] If the risk measurement parameter is known, the control unit 11 checks whether this risk measurement parameter does not exceed a predefined threshold. If the risk measurement parameter does not exceed the threshold, the control unit 11 manipulates the actuator 4 to switch the seat 3 to the target seat adjustment state. The predefined threshold can be the same for all target seat adjustment states. Alternatively, the threshold can be different for at least two different target seat adjustment states. This allows for different processing for different seat positions.

[0032] The human-machine interface 1 is provided to enable meaningful manipulation of the actuator 4 and to output information to the user regarding the different states and feasible solutions of the seat adjustment system 10. This human-machine interface particularly includes a touchscreen 8 and / or an audio system 9. The human-machine interface 1 will be described in detail below using the touchscreen 8 as an example.

[0033] The touchscreen 8 preferably displays symbols representing different predefined feasible seat adjustment states. The user can select the appropriate feasible seat adjustment state as the target seat adjustment state by touching these symbols. If the control unit 11 determines that the associated risk measurement parameter is below a threshold, the user's wish can be implemented. This is indicated to the user, in particular, by a slowly flashing green edge. Thus, the user can immediately and directly identify which seat adjustment options are available and whether the desired adjustment can be implemented.

[0034] During the transition, the active transition is indicated on the touchscreen 8 by a rapidly flashing green edge of a symbol. Alternatively or as a supplement, the remaining time and / or progress display is shown on the touchscreen 8 to indicate the transition time to the user. Once the transition is complete, a continuous green border is generated around the symbol to indicate to the user that the final position has been reached.

[0035] Conversely, if the desired seat adjustment state cannot be reached according to the risk measurement parameter—that is, if the risk measurement parameter is higher than a threshold—the user's wish cannot be fulfilled. This is indicated by the flashing red edge of the symbol, giving the user direct feedback that their wish will not be fulfilled spontaneously and that there is more than just a defect. As an alternative or supplementary solution, a fault report is output. The fault report informs the user that the risk for the desired seat adjustment is too high and cannot be completed at present. Additionally, the user is preferably shown alternative feasible seat adjustment states that can be achieved. As an alternative or supplementary solution, the user is specifically instructed to wait until the risk of the seat adjustment decreases. In particular, the control unit 11 waits until the risk measurement parameter does not exceed a predefined threshold, allowing the user's wish to be fulfilled. The seat adjustment system 10 then proceeds as described above.

[0036] Furthermore, the human-machine interface 1 is configured to notify the user of the malfunction itself. If a transition cannot be made due to a defect in the actuator 4, a corresponding malfunction report is displayed on the touchscreen 8. Thus, the user can distinguish whether their desired outcome was not achieved due to risk measurement parameters or a defect. Detection of a malfunction in the actuator 4 can be performed either by the actuator 4 itself or based on a predictable transition time: if the target seat adjustment state is not reached after a sufficiently predefined time for achieving the target seat adjustment state in terms of normal operation, a defect can be inferred.

[0037] If the user selects a new target-seat adjustment state during the active transition, different variations are possible. In the first variation, the touchscreen 8 does not allow input during the active transition. Therefore, it is necessary to wait for the transition to the target-seat adjustment state. In the second variation, the active transition is stopped, and the user's new desire is detected as the target-seat adjustment state. Thus, the seat adjustment system 10 processes the process similarly to the aforementioned method, determining whether the target-seat adjustment state is achievable based on the risk measurement parameters and outputting the corresponding information via the touchscreen.

[0038] A particular advantage is that the touchscreen 8 is fixed to the seat 3. This ensures that the relative position of the touchscreen 8 with respect to the user of the seat 3 remains constant, allowing for comfortable operation. Alternatively, the touchscreen 8 can be arranged separately from the seat 3, such that it moves in tandem with the seat 3 to remain within the user's field of vision or optimal reach.

[0039] The human-machine interface 1 enables easy and intuitive operation of the seat adjustment system 10. The user consistently receives feedback regarding the decisions made by the control unit 11, which, without such feedback, would be difficult for the user to understand due to the complexity of decision-making, particularly the identification of risk measurement parameters.

Claims

1. A human-machine interface (1) for a seat adjustment system (10) of a vehicle (2), wherein a control unit (11) of the seat adjustment system (10) is configured to calculate a transition time required for transitioning the seat (3) from an actual seat adjustment state to a target seat adjustment state, wherein the seat adjustment system (10) determines a risk measurement parameter based on a detected target seat adjustment state and driving state parameter of the seat (3) and the transition time, and performs the transition of the seat (3) to the target seat adjustment state only if the risk measurement parameter does not exceed a threshold, wherein the human-machine interface (1 ... Output to the user what predefined feasible seat adjustment state can be achieved based on the current driving status parameters. The target seat adjustment status is detected through user input, and The system outputs to the user the target seat adjustment state to which the seat (3) should be adjusted. in, The human-machine interface is configured to output to the user, based on the risk measurement parameters, the reasons for the inability to transition to the detected target-seat adjustment state.

2. The human-machine interface (1) according to claim 1, characterized in that, The human-machine interface is configured to output to the user the time period required for the current change to reach the detected target – the seat adjustment state.

3. The human-machine interface (1) according to any one of the preceding claims, characterized in that, The human-machine interface is configured to output to the user that if the risk measurement parameter is higher than the threshold, the user cannot switch to the detected target-seat adjustment state.

4. The human-machine interface (1) according to claim 3, characterized in that, The human-machine interface is configured to output alternative feasible-seat adjustment states to the user based on the risk measurement parameters, wherein transitions to the alternative feasible-seat adjustment states are possible.

5. The human-machine interface (1) according to claim 1 or 2, characterized in that, The human-machine interface is configured to output a fault report to the user if the detected actual-target seat adjustment state is not reached within a predefined time and / or the actuator (4) of the seat adjustment system (10) is defective.

6. The human-machine interface (1) according to claim 1 or 2, characterized in that, The human-machine interface is designed to not detect any new target - seat adjustment state during existing transitions.

7. The human-machine interface (1) according to claim 1 or 2, characterized in that, The human-machine interface is configured to: detect a new target-seat adjustment state by using user input during an existing transition and interrupt the existing transition by means of the seat adjustment system (10).

8. The human-machine interface (1) according to claim 1 or 2, characterized in that... An audio system (9) for detecting the target-seat adjustment status via voice control, and / or Tactile input devices for detecting the target-seat adjustment status, and / or A video system for detecting the target-seat adjustment status using gesture control, and / or A motion recognition system for detecting the target-seat adjustment state based on the user's movements.

9. The human-machine interface (1) according to claim 8, characterized in that, The tactile input device is a touch screen (8) and / or a button and / or a switch.

10. The human-machine interface (1) according to claim 8, characterized in that, The motion recognition system is a force measurement system that can be installed on the seat (3).

11. A seat adjustment system (10) for a vehicle (2), having at least one actuator (4) for adjusting a seat (3) of the vehicle (2), a control unit (11), and a human-machine interface (1) according to any one of the preceding claims, wherein the control unit (11) is configured to: The target-seat adjustment status is detected through the human-machine interface (1). The transition time is calculated, as it is required to transition the seat (3) from the actual seat adjustment state to the target seat adjustment state. Determine at least one current driving state parameter of the vehicle (2), the driving state parameter describing the current driving state of the vehicle (2). Risk measurement parameters are calculated from the driving state parameters and the transition time, and The actuator (4) is manipulated so that once the risk measurement parameter does not exceed a predefined threshold, the seat (3) is switched to the target-seat adjustment state. in, The human-machine interface is configured to output to the user, based on the risk measurement parameters, the reasons for the inability to transition to the detected target-seat adjustment state.

12. The seat adjustment system (10) according to claim 11, characterized in that... The seat (3) of the vehicle (2) is adjustable by the actuator (4), wherein the human-machine interface (1) is fixed to the seat (3) so as to be switched to the target-seat adjustment state together with the seat (3), or wherein the human-machine interface (1) is arranged in a manner that allows it to be adjusted separately from the seat (3), and the target-seat adjustment state also includes a target position of the human-machine interface (1) in which the human-machine interface (1) can continue to be operated by the user from the target-seat adjustment state of the seat (3).

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