Vehicle seat control method and vehicle seat

Abstract

The invention relates to a control method for a vehicle seat (100) having an adjusting device (132) for adjusting a first seat part (128) relative to a second seat part (130), the adjusting device (132) comprising an adjusting mechanism (134) and at least one setting fitting (106, 122, 124) which can be driven by a drive device (120), the adjustment mechanism (134) is operably connected to the first seat part (128) and the second seat part (130) and is configured to generate an adjustment movement of the first seat part (128) relative to the second seat part (130) during operation of the drive device (120), and the drive device (120) is controlled by the control device to compensate for non-uniform transmission of the adjustment device (132), the setting fittings (106, 122, 124) are arranged such that the non-uniform drive motion generated by the drive device (120) is transmitted to the setting fittings (106, 122, 124). The setting fitting (106, 122, 124) and the setting fitting (106, 122, 124) generate a determined output movement of the adjustment device (132) in order to effect a determined adjustment movement of the first seat part (128). The invention also relates to a vehicle seat (100) which can be controlled according to the control method.

Description

TECHNICAL FIELD

[0001] The invention relates to a control method for a vehicle seat and to a vehicle seat having an adjustment device. BACKGROUND

[0002] DE 100 42 851 A1 discloses a height-adjustable chassis for a motor vehicle seat, which has a left and right guide rail pair of a longitudinal adjustment device and a left and right side part, each of which is articulated to the respective seat guide rail of the guide rail pair by a rear swing arm and a front swing arm, wherein a setting arm is provided, which is articulated at its lower end region at the articulation point of the rear swing arm to the respective seat guide rail and is detachably secured in its upper end region in a locking device fastened to the respective side part.

[0003] At present, the market share of electrically adjustable seats is growing significantly. Therefore, a transmission that can be operated continuously and is driven by an electric motor is required, which is different from the so-called "rasters". In view of the increasing demand for comfort, functions such as seat inclination setting, calf support adjustment or seat height setting (of both front and rear seat backrests) are increasingly being motorized, preferably electrically, via a remote control or a smartphone app, at a speed that is much higher than the speed of comfort settings, thus providing the occupant with a comfortable sitting position. At the same time, the further development of autonomous vehicles also requires an expansion of the setting range of the seats in order to provide comfort to the occupants who no longer need to continuously control the steering wheel. At the same time, in order to ensure the safety of the occupants in the event of an accident, this means that the seatbelt must be moved completely with the seat in order to be in close contact with the occupant, even if the position of the seat or the backrest is already very far back. As a result, the load of the entire load flow flowing through the seat and thus through the seat arrangement transmission is significantly increased, as the shoulder belt of such a seatbelt system is no longer fastened to the B-pillar, but to the upper region of the backrest.

[0004] WO 2021 / 084067 A1 proposes a central transmission that, in order to achieve a non-oscillating setting movement and a backrest movement with two 180° offset oscillating toothings back to a concentric operation relative to the base, contains a concentrically mounted internal gearing, which is later fixed relative to the backrest and engages with two 180° offset oscillating toothings, so that, for example, one gearing engages with the internal gearing of the top and the other gearing engages with the internal gearing of the base. The two sinusoidal torque curves, which are shifted by 180°, jointly actuate the electric motor with a nearly constant linear curve of the required torque, thus achieving a uniform acoustic behavior. The disadvantage of this device is the complex structure, consisting of five gearings.

[0005] The requirements of weight optimization, play-free and maximum strength are met at the same time by the use of so-called swing actuators in the setting member. The swing actuators consist of a "simple open planetary gear" (e.g. DE 102011113748 B4) with one transmission stage (i.e. two toothings), thus enabling very high loads to be taken up in a small installation space and play-free operation, while at the same time achieving a cost-optimized construction. In this "simple open planetary gear" transmission solution, the output movement relative to the fixed drive rotation point is not a centered movement, but rather an output drive following a non-continuous movement. In the adjustment travel, fast and slow travel segments alternate. This swing movement is increasingly criticized by customers. The modulation of the motor noise caused by the non-continuous movement and the torque variations is also detrimental and undesirable.

[0006] Further adjustable vehicle seats are known from WO 2023 / 021223 A1, DE 102019211169 A1 and DE 10341001 B3. SUMMARY

[0007] OBJECTIVE

[0008] It is an object of the present application to improve a control method for a vehicle seat and an adjustment method for a vehicle seat of the type mentioned in the introduction, in particular in order to improve the comfort of the passenger. The boundary conditions of the electric setting fittings make it possible for the present application to find a solution by installing a swing setting member in order to achieve a constant movement of the required seat functions.

[0009] SOLUTION

[0010] According to the application, a first object is achieved by a control method having the features of claim 1. According to the application, a second object is achieved by a vehicle seat having the features of claim 10.

[0011] According to the application, the first object is achieved by a control method for a vehicle seat having an adjustment device for adjusting a first seat part relative to a second seat part, wherein the adjustment device comprises an adjustment mechanism and at least one setting fitting which can be driven by a drive device, wherein the adjustment mechanism is operatively connected to the first seat part and the second seat part and is configured to generate an adjustment movement of the first seat part relative to the second seat part during operation of the drive device, and, in order to compensate for the non-uniform transmission of the adjustment device, the drive device is controlled by a control device such that a non-uniform drive movement generated by the drive device is transmitted to the setting fitting and the setting fitting generates a determined (i.e. defined or selectable) output movement of the adjustment device, thereby achieving a determined (i.e. defined or selectable) adjustment movement of the first seat part.

[0012] The adjustment mechanism together with the at least one setting fitting of the adjustment device constitutes a kinematic transmission of the vehicle seat. The drive device is controlled by the control device in order to compensate for non-uniformities in the kinematic transmission.

[0013] In other words, the invention teaches to generate a non-uniform drive motion in order to compensate for non-uniform transmission behavior of the setting device and to perform a specific setting motion of the first seat part relative to the second seat part.

[0014] The invention enables an accurate and predictable adjustment motion of the first seat part relative to the second seat part even in case of a non-uniform transmission behavior of the adjustment device. This is achieved by controlling or controllable drive device which generates a non-uniform drive motion in order to compensate for non-uniformities in the transmission in order to generate a determined output motion of the setting fitting. In this way, the adjustment of the seat parts is accurately controlled, thereby increasing the reliability and comfort of the positioning of the vehicle seat.

[0015] The control device is configured to actively control the drive device in order to compensate for non-uniform transmission of the adjustment device such that the non-uniform drive motion generated by the drive device is transmitted to the setting fitting and the setting fitting generates a determined output motion of the adjustment device in order to achieve a determined adjustment motion of the first seat part.

[0016] In particular, the drive device is directly controlled by the control device such that the drive device generates a non-uniform drive motion.

[0017] The adjustment mechanism, the setting fitting and the adjustment device as a whole of the adjustment mechanism and one or more setting fittings in each case constitute a transmission unit. In the transmission unit, the motion is transmitted according to a transfer function which relates an output parameter, for example a displacement s out , as an adjustment motion of the first seat part relative to the second seat part, to a drive parameter, for example a rotational angle , as a drive motion of the drive device, for example an electric motor. If the transfer function is linear, i.e. of the form a uniform transfer is involved, i.e. the output parameter is proportional to the drive parameter. The proportionality factor C is a constant, called the transmission ratio.

[0018] In contrast, a non-uniform transmission has a general form of The transfer function of such a non-uniform transmission is typically a non-linear mathematical relationship between the drive parameter and the output parameter. Most of the motion sequences of such a non-uniform transmission are repeated at fixed intervals, for example after a full revolution of the drive shaft. Thus, the non-uniform transmission has a periodic transfer function. The more non-uniform transmission subcomponents interact in the overall system, the more complex the transfer function is.

[0019] For the purposes of the present invention, a non-uniform transmission adjustment mechanism is understood to be a non-uniform transmission which non-proportionally converts a drive parameter, i.e. a drive movement of a drive device, into an output parameter, i.e. an output movement of the adjustment mechanism, in order to achieve an adjustment movement of the first seat component. In this case, the non-uniform transmission can be due entirely or partially to the transfer characteristic of the adjustment mechanism and / or entirely or partially to the setting assembly.

[0020] The setting assembly with a non-uniform transmission in the above sense can be, for example, an oscillating transmission (also referred to as an oscillating assembly or an oscillating setting assembly), which can be, for example, a simple open planetary transmission. The non-uniform transmission adjustment mechanism can be, for example, a four-member coupling mechanism of an adjustment device for adjusting the height setting and / or the inclination setting of a vehicle seat. In particular in connection with one or more non-uniform transmission setting assemblies, if a uniform drive parameter is used, for example a rotation of the drive shaft of the drive device at a constant angular velocity, the output parameter is a non-uniform adjustment movement of the first seat component relative to the second seat component, for example the backrest relative to the seat part of the vehicle seat, the seat part relative to a rail arrangement which fixes the vehicle seat to the vehicle floor, etc. This can result in the user perceiving the adjustment movement as being uncomfortable.

[0021] The basic concept of the present invention is to produce the non-uniform drive movement in a targeted manner by means of the drive device of the at least one setting assembly, for example a servomotor, such that, as a result of the non-uniform transmission characteristic of the setting assembly, a defined, i.e. fixed or selectable, adjustment movement of the first seat component relative to the second seat component is still achieved.

[0022] In the present context, "determined" means that the output movement of the setting fitting or the adjustment movement of the first seat part relative to the second seat part resulting therefrom has a predetermined movement form or a user-selectable movement form, for example, one can be selected from a plurality of predetermined movement forms. That is, an arbitrarily defined movement form can be generated for the adjustment movement of the first seat part, regardless of the transmission behavior of the adjustment mechanism and / or the setting fitting. For example, the determined adjustment movement can comprise a uniform movement form, in which the output parameter, for example the adjustment travel or the adjustment angle, changes at a constant rate or at a constant angular rate, i.e. uniformly. However, other forms of movement, for example a start-up ramp or a brake near the end stop or a uniformly accelerated output movement, are also included in the concept of the present application and can be realized by the proposed method, so that for a larger, heavier person, the movement speed in the setting range is slower than for a smaller, usually lighter person, or any other form of movement can be realized.

[0023] In this way, a low-cost, lightweight swing transmission can be used as a setting fitting, while achieving a high degree of operating convenience. In addition, it is also possible to eliminate the influence of the adjustment mechanism itself on the non-uniform transmission behavior of the entire system consisting of the adjustment mechanism and one or more setting fittings.

[0024] Advantageous configurations, which can be used individually or in combination with one another, are the subject matter of the dependent claims.

[0025] In the configuration of the present application, the drive means can be controlled by, for example, pulse width modulation to generate the desired non-uniform drive movement. Pulse width modulation converts a digital signal into an analog signal by varying the on and off durations. The duty cycle describes the ratio between the on duration and the off duration and determines the rotational speed of the drive means. The PWM modulation signal can be easily generated in an electronic control device.

[0026] For example, it can be provided that target values of the non-uniform drive movement are stored in the control device in the form of a look-up table, which depends on actual values of the determined output movement and is used to control the drive means to generate the desired non-uniform drive movement. The look-up table can be conveniently stored in an electronic control device. In this way, there is no need to calculate the target values while the adjustment device is running.

[0027] In another configuration of the control method, it can be provided, for example, that the actual value of the determined adjustment movement is determined by means of a sensor of the drive device. This method is particularly suitable when the drive device is a servo motor. A servo motor is an electric motor that can precisely control the position, speed and acceleration of its shaft, thus enabling precise movement control. A servo motor consists of a motor, a position sensor and a controller. The motor generates torque to rotate the motor shaft. The position sensor measures the position of the shaft and transmits this information to the controller. The controller compares the measured position with the desired position and controls the motor to reach the desired position.

[0028] For example, the drive device can be controlled on the basis of an inverse transfer function of the setting fitting and / or the adjustment mechanism. If the transfer function of the adjustment device is known, it can be inverted in order to obtain, by means of the inverse function, the target value of the drive device control given the output movement.

[0029] For example, the inverse transfer function can be determined by means of a numerical simulation of the setting fitting and / or the adjustment mechanism, wherein, on the output side, the determined output movement is specified as an input variable and, on the drive side, the target value of the non-uniform drive movement is specified as an output variable. Software is available for performing such simulations. Depending on the kinematic properties of the adjustment mechanism, the setting fitting used and the manufacturer's installation, the simulation has to be performed only once for each adjustment device, and the results can then be used for all adjustment devices of the same type, for example by storing corresponding look-up tables in the control device.

[0030] In an improved solution, it can be provided, for example, that the drive device is controlled by at least two non-uniformly transmitting setting fittings, which are components of the same adjustment mechanism, so that, in addition to the non-uniform transmission of one setting fitting, the non-uniform transmission of each other setting fitting and possibly of the adjustment mechanism itself is also compensated. This makes it possible to effectively compensate even extremely complex non-uniform transmission characteristics in a simple manner.

[0031] Furthermore, according to the application, the object is also achieved by a vehicle seat having an adjustment device for adjusting a first seat part relative to a second seat part, wherein the adjustment device comprises at least one setting fitting with a non-uniform transmission, which can be driven by a drive device, which is operatively connected to the first seat part and to the second seat part as a component of the adjustment mechanism and is configured to generate an adjustment movement of the first seat part relative to the second seat part during operation of the drive device, wherein the adjustment device comprises a control device, or is operatively connected to a control device, which controls the drive device by a control method in order to compensate for the non-uniform transmission of the adjustment device, so that a non-uniform drive movement generated by the drive device is transmitted to the setting fitting and the setting fitting generates a defined output movement of the adjustment device, so that a defined adjustment movement of the first seat part is achieved.

[0032] The particularly advantageous configuration of the proposed vehicle seat can be provided by the control method of the configuration as described in detail above.

[0033] Summarizing, in other words, the application provides a control method for a vehicle seat, by which a defined, i.e. fixed or selectable adjustment movement can be generated, which is more uniform or substantially uniform compared to the prior art.

[0034] To solve the above-mentioned problems, the core concept presented here is to predefine and purposefully set the motor speed curve in order to achieve the seat setting function continuously or according to any other desired curve, even if a swing transmission is used. For this purpose, for example, a fixed correspondence of the motor speed to the angular position of the drive shaft of the swing setting fitting, which is achieved by the motor transmission, can be determined by means of Hall pulse counting, which is always independent of the rotational speed, the motor voltage or the load torque.

[0035] By fixing the installation position of the swing setting fitting, the position and the curve of the modulation can be determined and influenced. According to the kinematic principle of the setting fitting, which can be a four-member coupling mechanism of the height setting member and / or the inclination setting member, for example, a calculable and measurable profile of the output speed of the functional element, for example a profile of the inclination of the seat pan shell at the inclination setting member, can be generated, assuming an external load and a constant drive speed.

[0036] With the help of kinematic software for the simulation of multi-joint systems, drive and output can be interchanged. In the proposed solution, for example, a constant rotational speed of the seat pan shell is specified as a drive for the inclination setting member, and from this the required motor speed profile as a function of the angle of rotation is calculated. This profile then forms the basis for the control program of the drive motor.

[0037] The rotational speed of the seat setting motor can be closed-loop controlled by a PWM (pulse width modulation) controller. The rotational speed can be reduced and set arbitrarily below the rotational speed / torque characteristic curve of the non-closed-loop control. The implementation is that the voltage is switched on and off rapidly in succession, so that the rotational speed of the motor is reduced at the same rate as the on time to the total time. For example, a PWM controlled motor is used in the backrest setting member in order to switch between a fast backrest pivoting movement (for folding the seat backrest) and a slow comfort adjustment and to keep the setting noise at a constant level. Furthermore, a gradual acceleration and deceleration of the adjustment movement is also common, for example in order to avoid an excessively abrupt stop.

[0038] An aspect of the application is that the PWM controller can be programmed with different target rotational speeds according to specific curves of the above-mentioned diagram. The currently required target rotational speed can be derived from the current actual position (angle of rotation). Since the sequence is repeated identically, a look-up table can be stored in the firmware of the control unit in advance. In this way, no calculation is required during operation, but only the target value associated with the current position is taken from the table. A motor controlled in this way can generate a desired (for example absolutely constant) angular velocity at the functional element, for example for the inclination of the cushion shell.

[0039] In another use case, multiple oscillating planetary gear transmissions can be used in a seat, and their motors (for example a motor for inclination adjustment and a motor for seat height adjustment) can be driven simultaneously depending on the current movement position. In this case, the PWM control curve can be programmed in such a way that the drive of the oscillating planetary gear transmissions is such that the sine curves of the oscillating rings are combined so that the amplitudes cancel out and an almost constant output speed or other desired curve is generated. BRIEF DESCRIPTION OF DRAWINGS

[0040] The application will be discussed in more detail below with reference to the preferred exemplary embodiments shown in the drawings. The application is not limited to these exemplary embodiments, however. In the drawings:

[0041] Figure 1 A schematic view of a vehicle seat with longitudinal adjustment according to the prior art is shown,

[0042] Figure 2 A perspective view of the seat part of a vehicle seat according to a first exemplary embodiment of the application is shown,

[0043] Figure 3 A side view of the seat part of a vehicle seat according to a first exemplary embodiment of the application is shown,

[0044] Figure 4 A graphical representation of the drive parameters and output parameters of the first exemplary embodiment is shown, in which the motor voltage is constant,

[0045] Figure 5 a graphical representation of the drive parameters and the output parameters of the first exemplary embodiment is shown, in which the motor speed is constant,

[0046] Figure 6 a graphical representation of the drive parameters and the output parameters of the first exemplary embodiment of the control method according to the application is shown,

[0047] Figure 7 a schematic diagram of a transmission kinematics simulation of the second exemplary embodiment is shown,

[0048] Figure 8 a schematic diagram of a transmission kinematics simulation of the third exemplary embodiment is shown, and

[0049] Figure 9 a graphical representation of the drive parameters and the output parameters of the third exemplary embodiment of the control method according to the application is shown.

[0050] In all figures, components that correspond to one another are denoted by the same reference signs. DETAILED DESCRIPTION

[0051] Figure 1 A vehicle seat 100 in the prior art is shown schematically in Fig. 1, which will be described below using three mutually perpendicular spatial directions. For a vehicle seat 100 installed in a vehicle, a longitudinal direction x extends essentially horizontally, preferably parallel to the vehicle longitudinal direction, which corresponds to the normal driving direction of the vehicle. A transverse direction y, which extends perpendicular to the longitudinal direction x, likewise extends horizontally in the vehicle and is parallel to the vehicle transverse direction. A vertical direction z is perpendicular to the longitudinal direction x and the transverse direction y. For a vehicle seat 100 installed in a vehicle, the vertical direction z is preferably parallel to the vehicle vertical axis.

[0052] The position indications and direction indications used, such as front, rear, upper, lower, refer to the line of sight of a passenger sitting on the vehicle seat 100 in a normal seating position. Therein, the vehicle seat 100 is installed in a vehicle in a use position suitable for carrying passengers, with the backrest 104 upright and facing in the driving direction in a conventional manner. However, the vehicle seat 100 can also be installed or moved in other directions, for example transversely to the driving direction. Unless stated otherwise, the vehicle seat 100 is mirror-symmetrical with respect to a plane extending perpendicular to the transverse direction y.

[0053] The backrest 104 can be arranged in a pivotable manner on the seat portion 102 of the vehicle seat 100. To this end, the vehicle seat 100 can optionally comprise a fitting 106, in particular a setting fitting 106, a swivel fitting, a latching fitting or a swing fitting.

[0054] The position indications and direction indications used, such as radial, axial and circumferential, are related to the rotational axis 108 of the fitting 106. Radial means perpendicular to the rotational axis 108. Axial means in the direction of the rotational axis 108 or parallel to the rotational axis 108.

[0055] The vehicle seat 100 optionally comprises a longitudinal adjustment device 110. The longitudinal adjustment device 110 comprises, for example, a rail arrangement 112 with a first rail element 114 and a second rail element 116. The first rail element 114 is adjustable in relation to the second rail element 116 in the longitudinal direction x. The first rail element 114 is fixed on the seat part 102. The second rail element 116 is fixed on a structural element of the vehicle, for example the vehicle floor.

[0056] For the sake of greater clarity, in the following description the first rail element 114 is referred to as the top rail 114. The top rail 114, also referred to as a running rail or a carriage, is assigned to the vehicle seat 100 and is configured to support the vehicle seat 100. The second rail element 116 is referred to in the following as the bottom rail 116. The bottom rail 116 is fixed and connected to, for example, the floor of the vehicle.

[0057] Figure 2 A perspective view of the seat part 102 of the vehicle seat 100 according to the first exemplary embodiment of the application is shown. Figure 3 A side view of the same seat part 102 of the first exemplary embodiment is shown.

[0058] The vehicle seat 100 is mounted on the rail arrangement 112, which comprises the top rail 114 and the bottom rail 116, Figure 1 and Figure 2 A seat part 102 of the vehicle seat 100 is shown, which is connected to the rail arrangement 112 by means of an adjustment device 132. The adjustment device 132 comprises on each side of the seat part 102 an adjustment mechanism 134, which consists of the members L1...L4 and the joints J1...J5, which connect the members L1...L4 in an articulated manner, and a setting fitting 106, which in the exemplary embodiment serves as a tilt setting fitting 122 for adjusting the inclination of the seat part 102. The setting fittings 106, 122 are non-uniformly geared swing drives. The left and right setting fittings 106, 122 are connected to one another by means of the shaft coupling 118 and are driven in this way synchronously by a drive 120 in the form of a servomotor.

[0059] The adjustment mechanism 134 and the at least one setting fitting 106 together form a kinematic transmission K. The adjustment mechanism 134 is in particular in the form of a first transmission member K1 and the at least one setting fitting 106 is in the form of a second transmission member K2 of the kinematic transmission K.

[0060] In the present exemplary embodiment, the seat part 102 is a first seat component 128, the inclination of which can be adjusted by an adjustment movement generated by the adjustment device 132, which adjustment movement is relative to the guide rail arrangement 112, i.e. a second seat component 130. In order to set the inclination of the seat part 102, the two inclination setting fittings 122 are driven synchronously by the drive device 120 and the coupling 118. The two inclination setting fittings 122 form a joint J5 in the respective adjustment mechanism 134. The two members LI and L2 are locked relative to each other in the joint J2, i.e. they are temporarily rigidly connected together. The adjustment mechanism 134 is thus a four-bar linkage (also referred to as a hinged quadrilateral mechanism).

[0061] If the inclination setting fittings 122 are driven by the drive device 120 at a constant rotational speed, the non-uniform transmission characteristic of the oscillating transmission can result in a non-uniform adjustment movement of the seat part 102, as described in the introduction. In order to solve this problem, in the exemplary embodiment shown, the control method according to the application controls the drive device 120 in such a way that a variable speed depending on the rotational angle is generated, so that the adjustment device 132 generates an at least approximately uniform adjustment movement of the seat part 102 and this adjustment movement is at least significantly smoother compared to the prior art.

[0062] The drive device 120 is in particular directly controlled by a control device 136, so that it generates a non-uniform drive movement in order to compensate for the non-uniformity in the movement transmission mechanism K. The control device 136 can for example be an integral component of a control unit of the drive device 120, for example a motor control unit. The control device 136 can also be in the form of a separate control unit.

[0063] For example, the drive device 120 is directly controlled by the control device 136, so that the non-uniform drive movement generated by the drive device 120 is transmitted to the setting fittings 106, 122, 124 (as shown, for example, in Figure 7 and Figure 8 the setting fittings 106, 122, 124 generate a determined output movement of the adjustment device 132, so that a determined adjustment movement of the first seat component 128, 102 is carried out and implemented.

[0064] The setting fittings 106, 122, 124 can each be in the form of an oscillating transmission. Furthermore, the adjustment mechanism 134 can also be implemented by combining two oscillating setting fittings.

[0065] Figure 4A graphical representation of the drive parameters and output parameters in a first exemplary embodiment is shown, where the motor voltage U is constant. In other words, the drive unit 120 is not controlled in any open-loop or closed-loop manner, but is powered solely by a constant voltage U of 10V. Two graphs are shown in the figure, one of which displays the output parameters. The curve showing the change of the adjustment angle (i.e., the curve of the angle) over time t; another graph shows the output parameter ω. out The curve showing the change of angular velocity (i.e., the angular velocity of the motion) over time t. Especially from the perspective of angular velocity ω... out As can be seen from the change curve, the adjustment motion is highly non-uniform. One reason is that the non-uniform transmission of the tilt setting accessory 122 is dynamically fed back to the drive unit 120, causing the motor speed to change as well.

[0066] Figure 5 The drive parameters and output parameters when the motor speed is constant in the first exemplary embodiment are shown graphically. In other words, the drive device 120 uses closed-loop control, making the drive parameter motor speed n... in Constant at 2200 min -1 (2200rpm), as shown in the top chart. The output parameter adjustment angle is shown again below. and angular velocity ω out The curve showing the change over time t. (Compared to...) Figure 4 In comparison, it can be seen that, because the dynamic feedback of the drive device 120 is compensated by the closed-loop control of the motor speed, the adjustment motion is more uniform than when there is no motor control. However, due to the large and non-uniform variation of the adjustment motion, the transmission characteristics of the tilt setting accessory 122 are still significantly non-uniform.

[0067] Figure 6 This is a graphical representation of the drive parameters and output parameters according to a first exemplary embodiment of the control method of the present invention, wherein the drive device 120 performs closed-loop control based on the inverse transfer function, and wherein the motor speed n in (and the proportional driving angular velocity ω) in ) is the adjustment angle The periodic function, that is, the periodic function of the motion to be adjusted. And... Figure 4 and Figure 5 In comparison, it can be seen that the adjustment motion generated in this way is almost ideally uniform, that is, the adjustment angle... The change is approximately linear, therefore the angular velocity ω out Approximately constant.

[0068] and Figure 5 The closed-loop control of the drive device 120 shown achieves a constant motor speed n. inCompared to the previous method, a significant improvement has been achieved again because the non-uniform transmission of the tilt setting accessory 122 is compensated for by the method according to the invention. Due to the tolerances of the moving parts, the angular velocity ω... out Only minor changes exist, but these changes no longer pose a disturbance in practical applications.

[0069] Figure 7 and Figure 8 Schematic diagrams of transmission kinematics simulations of the second and third embodiments are shown, respectively. These diagrams were generated by kinematic software used to simulate the transmission behavior of the exemplary embodiments shown.

[0070] exist Figure 7 In the second exemplary embodiment shown, the adjustment device 132 also has an adjustment mechanism 134 consisting of components L1…L4 and connectors J1…J5. A setting accessory 106 is provided at connector J1, which serves here as a height setting accessory 124. The adjustment movement is transmitted at reference point 126 to the seat 100, which has a seat portion 102 and a backrest 104. To determine the drive parameter, the motor speed n... in The target value is used to generate non-uniform drive motion. For example, in the simulation, the regulating motion determined to be uniform is specified as the simulated drive parameter at reference point 126. Depending on the needs, the determined regulating motion may also have, for example, a starting ramp at the beginning of the regulating motion and a braking ramp at the end of the regulating motion. Kinematic software uses these specifications to calculate the motor speed n at joint J1. in The target value is used as the output parameter of the simulation. The target value can be stored, for example, in the control device of the drive unit 120, which will be controlled later, in the form of a lookup table.

[0071] Figure 8 The third exemplary embodiment shown is similar to Figure 7 The difference in the second exemplary embodiment shown is that a height setting accessory 124 is provided at connector J1, and a tilt setting accessory 122 is provided at connector J5. According to the method of the invention, the drive device 120 is controlled by the tilt setting accessory 122 and the height setting accessory 124, such that their non-uniform transmissions compensate for each other.

[0072] Figure 9 The output parameters of a third exemplary embodiment of the control method according to the present invention are shown graphically. A common velocity-time graph is used to show the output velocities of the tilt setting accessory 122, the height setting accessory 124, and the seat portion 102 at the adjustment motion reference point 126. It can be seen that the sinusoidal curves of the swing rings combine to essentially eliminate the amplitude, and the output velocity of the seat portion 102 remains almost constant.

[0073] List of reference numerals

[0074] 100 vehicle seat

[0075] 102 seat part

[0076] 104 backrest

[0077] 106 fitting, setting fitting

[0078] 108 rotation axis

[0079] 110 longitudinal adjustment device

[0080] 112 guide rail arrangement

[0081] 114 first guide rail element (top rail)

[0082] 116 second guide rail element (bottom rail)

[0083] 118 joint

[0084] 120 drive device

[0085] 122 inclination setting fitting

[0086] 124 height setting fitting

[0087] 126 reference point of adjustment movement

[0088] 128 first seat part

[0089] 130 second seat part

[0090] 132 adjustment device

[0091] 134 adjustment mechanism

[0092] 136 control device

[0093] J1...J5 joints

[0094] L1...L4 members

[0095] x longitudinal direction

[0096] y transverse direction

[0097] z vertical direction

[0098] K movement transmission mechanism

[0099] K1 first transmission member

[0100] K2 second transmission member

[0101] t time

[0102] U drive parameter motor voltage

[0103] n in drive parameter motor speed

[0104] ω in drive parameter angular velocity

[0105] drive parameter adjustment angle

[0106] ω out drive parameter adjustment speed

Claims

1. A control method for a vehicle seat (100) having an adjustment device (132) for adjusting a first seat component (128) relative to a second seat component (130), wherein The adjusting device (132) includes an adjusting mechanism (134) and at least one setting accessory (106, 122, 124) that can be driven by a driving device (120), which together constitute a motion transmission mechanism (K). in, The adjustment mechanism (134) is operably connected to the first seat component (128) and the second seat component (130), and is configured to generate an adjustment movement of the first seat component (128) relative to the second seat component (130) during operation of the drive unit (120), and The drive unit (120) is controlled by the control unit to compensate for the non-uniformity in the motion transmission mechanism (K).

2. The method according to claim 1, in, The drive unit (120) is directly controlled by the control unit (136), which causes it to produce non-uniform drive motion.

3. The method according to claim 2, in, The drive unit (120) is directly controlled by the control unit (136), so that the non-uniform drive motion generated by the drive unit (120) is transmitted to the setting accessories (106, 122, 124), and the setting accessories (106, 122, 124) generate a definite output motion of the adjustment device (132), thereby realizing a definite adjustment motion of the first seat components (128, 102).

4. The method as described in any one of the preceding claims, in, The drive unit (120) is controlled by pulse width modulation.

5. The method according to claim 2 or 3, in, The target value of the non-uniform drive motion is stored in the control device in the form of a lookup table, the manner of which depends on the actual value of the determined adjustment motion, and is used to control the drive device (120).

6. The method according to claim 5, in, The actual value of the determined adjustment motion is determined by the sensor of the drive unit (120).

7. The method as described in any one of the preceding claims, in, The drive unit (120) is controlled based on the inverse transfer function used for setting accessories (106, 122, 124) and / or for adjusting mechanism (134).

8. The method according to claim 7, in, The inverse transfer function is determined by numerical simulation of the setting components (106, 122, 124) and / or the adjustment mechanism (134), wherein, on the output side, the determined output motion is designated as the input variable, and on the drive side, the target value of the non-uniform drive motion is obtained as the output variable.

9. The method according to any one of claims 1 to 6, in, Each drive unit (120) is controlled by at least two non-uniform transmission setting accessories (106, 122, 124), which are components of the same adjustment mechanism (134). In this way, in addition to the non-uniform transmission of one setting accessory (106, 122, 124), the non-uniform transmission of each other setting accessory (106, 122, 124) and the non-uniform transmission of the possible adjustment mechanism (134) itself are also compensated.

10. A vehicle seat (100) having an adjustment device (132) for adjusting a first seat component (128) relative to a second seat component (130), wherein The adjusting device (132) includes an adjusting mechanism (134) and at least one setting accessory (106, 122, 124) that can be driven by a driving device (120), which together constitute a motion transmission mechanism (K). The adjustment mechanism (134) is operatively connected to the first seat component (128) and the second seat component (130) and configured to generate an adjustment movement of the first seat component (128) relative to the second seat component (130) during operation of the drive unit (120), and The adjusting device (132) includes a control device, or is operatively connected to a control device, and in order to compensate for the non-uniform transmission of the adjusting device (132), the control device controls the drive device (120) by a control method so that the non-uniformity in the motion transmission mechanism (K) can be compensated or compensated.

11. The vehicle seat (100) according to claim 10, in, The control device (136) is configured to directly control the regulating device (132), causing the regulating device (132) to produce non-uniform driving motion.

12. The vehicle seat (100) according to claim 11, in, The control device (136) is configured to directly control the adjustment device (132) such that the non-uniform drive motion generated by the drive device (120) can be transmitted or transmitted to the setting accessories (106, 122, 124), and the setting accessories (106, 122, 124) generate a defined output motion of the adjustment device (132), thereby realizing a defined adjustment motion of the first seat components (128, 102).

13. The vehicle seat (100) according to claim 10, in, The control method is configured according to any one of claims 2 to 9.

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