DRIVE DEVICE FOR ADJUSTING AN INTERIOR UNIT

Description

[0001] The invention relates to a drive device for adjusting an interior assembly of a vehicle according to the preamble of claim 1 and a method for controlling a drive device for adjusting an interior assembly of a vehicle as well as a computer program product.

[0002] Such a drive device comprises an electromechanical adjustment drive for generating an adjustment force, a self-locking adjustment kinematic mechanism driven by the adjustment drive for transmitting an adjustment force generated by the adjustment drive to the interior assembly, and a control device for controlling the adjustment drive.

[0003] An interior assembly of the type described here is a component located within the interior of a vehicle. Examples of such an assembly include a vehicle seat, a console element with storage or shelving, a monitor, a partition, or a storage area like a table or compartment. The interior assembly is not part of the vehicle body and therefore does not serve to lock the vehicle from the outside (as is the case with a vehicle door or sunroof). The interior assembly is also not part of the vehicle's drive and steering system (such as a vehicle's steering column). The interior assembly is located within the vehicle's interior and can be adjusted by a user, primarily to provide a comfort function within the interior.

[0004] For example, a vehicle seat can be adjustable to set the backrest angle, longitudinal and / or lateral position, or even a rotational position within the interior to provide a comfortable seating position for the vehicle occupant. A console element can, for example, be slid along the vehicle floor to provide storage space in the vehicle interior or to allow operation of a functional component on the console element. A monitor can be adjusted in its swivel, height, and / or tilt position to allow a vehicle occupant to view it comfortably.

[0005] Especially in new interior concepts, for example in connection with autonomous vehicles, interior components such as vehicle seats or console elements can be variably adjustable to enable vehicle occupants to travel comfortably. Adjusting an interior component should be simple, convenient, and intuitive for the user.

[0006] From US patent 2017 / 0166089 A1, a vehicle seat is known that is electrically adjustable. The adjustment of the vehicle seat can be initiated by a user using gesture control, for example, by the user performing a predetermined gesture in the area of ​​the vehicle seat and thereby causing, for example, a swiveling of the backrest or a longitudinal adjustment of the vehicle seat within the vehicle interior.

[0007] Known adjustment concepts may include sensors for detecting, for example, a user gesture inside a vehicle, in order to enable adjustment of interior components, such as a vehicle seat, based on a detected user gesture. This requires, on the one hand, comparatively complex sensor technology and, on the other hand, a sophisticated control system that must ensure reliable user gesture recognition. This is essential for both enabling comfortable adjustments for the user and preventing unwanted adjustments due to a potentially misinterpreted gesture.

[0008] WO 2021 / 023760 A1 describes a drive device for adjusting a vehicle assembly, comprising an electric motor actuator for adjusting the vehicle assembly and a control unit for controlling the actuator. The control unit is configured to actuate the actuator to hold the vehicle assembly in a holding mode. Specifically, the control unit includes a control module for regulating a characteristic value of the actuator and a control module, the control module being configured to determine a manipulated variable for regulating the characteristic value of the actuator in the holding mode based on a predetermined setpoint.

[0009] The object of the present invention is to provide a drive device for adjusting an interior assembly in a vehicle, a method and a computer program product that can enable a user to adjust the interior assembly simply, comfortably, intuitively.

[0010] This problem is solved by an object having the features of claim 1.

[0011] Accordingly, the control device is designed to activate an adjustment mode for adjusting the interior assembly depending on at least one trigger criterion and, when the adjustment mode is activated, to control the adjustment drive with an auxiliary current that is dimensioned such that the interior assembly can be set in motion by a user force manually generated on the interior assembly by a user, overcoming the self-locking of the adjustment kinematics.

[0012] In the drive device, the electromechanical actuator is designed to generate an adjustment force that is transmitted via the adjustment kinematics to the interior assembly in order to adjust the interior assembly electromechanically or at least to assist such adjustment. The adjustment kinematics, which include a gearbox, are self-locking, so that when the actuator is not energized, the interior assembly is held in position solely by the adjustment kinematics; thus, a force applied on the output side cannot cause the interior assembly to be moved.

[0013] In mechanics, self-locking refers to the friction-induced resistance of two adjacent bodies to slipping or rotating. In a gearbox, self-locking occurs when the gearbox can be driven via the input shaft but not via an output shaft. Self-locking in gearboxes is typically achieved through a high gear ratio or a low efficiency (usually <50%). In a worm gear or a screw drive, self-locking is typically achieved when the helix angle of the worm or screw thread is smaller than the arctangent of the coefficient of static friction.

[0014] The adjustment kinematics are preferably self-locking both dynamically and statically. A torque on the output side cannot, on its own, cause the adjustment kinematics to move, either during dynamic movement or in a static rest state.

[0015] When the actuator is not powered, the interior assembly is held in position by its adjustment kinematics and therefore cannot be moved by user force applied to the assembly from the output side. However, the interior assembly can be moved manually if the actuator provides a support current in an adjustment mode, thereby releasing the self-locking mechanism of the adjustment kinematics. The control unit is designed to activate the adjustment mode based on a trigger criterion and, when activated, to supply the actuator with a support current that releases the self-locking mechanism. This allows a manual user force applied to the interior assembly to move it, thus enabling the assembly to be moved manually.By supplying the adjustment drive with the support current, the self-locking adjustment kinematics are thus unlocked and can be moved by introducing a force on the output side.

[0016] The adjustment kinematics can be implemented, for example, as a worm gear or a lead screw gear. In a worm gear, a drive worm engages with a drive wheel via worm teeth. In a lead screw gear, a spindle has a threaded spindle that engages with the internal thread of a spindle nut, whereby a longitudinal movement of the spindle nut relative to the spindle can be effected by rotating the spindle or, alternatively, by rotating the spindle nut.

[0017] Adjusting the interior assembly should not always be possible, but only in specific situations. For this purpose, the control unit evaluates one or more trigger criteria to determine whether the adjustment mode should be activated. If one or more trigger criteria are present, the adjustment mode is started, and the control unit supplies the adjustment drive with the necessary power. This overcomes the self-locking mechanism of the adjustment kinematics with an adjustment force provided by the drive, allowing the interior assembly to be moved by a manual user force applied to the assembly's output side.

[0018] By activating the adjustment mode based on one or more trigger criteria, the sensor system for initiating the adjustment mode and detecting an adjustment request can be simplified. In particular, no sensor system is required to monitor and evaluate a user gesture. The adjustment mode can be started based on relatively easy-to-determine criteria, such as the open state of a vehicle door or the occupancy state of a vehicle seat. Once the adjustment mode is activated, user interaction can be detected, for example, by a movement of the interior assembly, using (already existing) Hall sensors of the adjustment drive to detect the movement of a motor shaft.

[0019] Because motion detection on the interior assembly does not require complex sensors, the control and evaluation can be simplified overall.

[0020] The support current is dimensioned such that any adjustment force induced by it does not move the internal assembly. When the adjustment mode is activated, the adjustment drive is energized in such a way that an adjustment force is provided at the adjustment kinematics to overcome the self-locking mechanism, but the adjustment kinematics themselves are not moved by the support current, and therefore the internal assembly is not adjusted. Thus, by applying the support current when the adjustment mode is activated, the self-locking mechanism is (only) overcome; no adjustment movement occurs.

[0021] Alternatively, when the adjustment mode is activated, the interior assembly can be moved at a speed below a certain threshold. The interior assembly is thus set in motion slowly, and the actual adjustment movement can be initiated by user interaction with the assembly by moving it (more quickly).

[0022] The limiting speed can, for example, lie in a range between 1 / 10000 m / s and 1 / 100 m / s.

[0023] The assist current is dimensioned so that any adjustment force caused by the assist current should not move the internal assembly. After activation of the adjustment mode, the system checks whether the internal assembly begins to move. If this occurs, for example, due to a load acting on the internal assembly, the adjustment mode is aborted. Therefore, after activation of the adjustment mode, a predetermined period of inactivity (e.g., 1 second) is required before the adjustment mode can be validly started.

[0024] The application of the (preferably pulse-width modulated) support current is therefore so low-energy that the internal assembly does not yet move, or alternatively, that the adjustment drive and, consequently, the internal assembly begin to move, for example, slowly. If a user touches the internal assembly, they can adjust it using their own force because the self-locking mechanism of the adjustment kinematics is overcome by the support current (at least in one direction of movement).

[0025] When applying current, a transition from static friction (when stationary) to sliding friction (when moving) can be taken into account. Thus, to set the internal assembly in motion, a current pulse with a higher current intensity can initially be applied until the internal assembly begins to move (taking into account and overcoming any play). During slow movement, a lower current value can then be applied.

[0026] In one embodiment, the control unit is designed to adjust the support current by pulse width modulation. The support current can be set, for example, by using a relatively small load factor, such as between 1% and 10%, and is thus set to a comparatively low RMS value.

[0027] Instead of using pulse width modulation, it is also conceivable to adjust the current using a linear regulator.

[0028] In one embodiment, the control unit is configured to adjust the support current in adjustment mode based on a fixed, predefined value. This value can, for example, be permanently programmed and thus remain unchanged during operation. The support current is set based on this fixed value when the adjustment mode is activated.

[0029] Instead of a constant value, the support current can also be set depending on the adjustment path or based on a curve or table to compensate for peculiarities of kinematics (e.g. in a wobble gear).

[0030] In one embodiment, the value of the support current can be measured, whereby the control unit executes a calibration routine and measures the value of the support current within the scope of this routine. The control unit can be configured to perform the calibration routine once before commissioning the drive device. Alternatively, or in addition, the control unit can be configured to perform the calibration routine repeatedly, with the calibration routine being carried out outside the actual adjustment mode to determine the value of the support current.

[0031] The calibration routine can be performed, for example, by the control unit increasing the current to the actuator from 0 and determining the current value at which movement occurs in the actuator and the downstream adjustment kinematics. The value of the support current is then adjusted, for example, to a value at which movement of the actuator just barely does not occur. The movement of the actuator can be monitored, for example, using Hall effect sensors on the actuator, so that no additional sensors are required for calibration.

[0032] In one embodiment, the control unit is configured to alternately energize the adjustment drive in different directions when the adjustment mode is activated. The control unit thus supplies the adjustment drive with an auxiliary current alternately in one direction or the other, whereby the auxiliary current value can be the same in both directions or differ depending on the direction of movement. This alternating energizing, for example with an energizing duration in each direction of movement between 0.1 seconds and 1 second (e.g., 0.5 seconds), enables manual adjustment of the internal assembly in both directions, thus alternately releasing the self-locking mechanism in both directions.If a user interaction is detected for a movement of the interior assembly in a specific direction of movement, a support current is subsequently provided, for example, exclusively in the detected direction of movement, so that the interior assembly can be adjusted in the detected direction of movement by user force.

[0033] With alternating current supply, backlash (or elasticity) can be taken into account in the kinematics. Such backlash can lead to Hall counts occurring on the motor shaft without the inner shaft assembly moving.

[0034] In adjustment mode, manual adjustment of the interior assembly is possible. Various operating modes for manual adjustment are conceivable and possible in this mode.

[0035] In one operating mode, the self-locking mechanism of the adjustment kinematics can be released by energizing the adjustment drive with the auxiliary current. No further control is provided, and the adjustment of the interior assembly is therefore purely manual, requiring the user to grasp the assembly. No further electromechanical assistance is provided beyond the initial energizing to overcome the self-locking mechanism. This results in a particularly simple operating mode where no additional control for manual adjustment is required.

[0036] In another operating mode, user interaction can be detected in the adjustment mode in order to then perform further control based on a detected user interaction.

[0037] In one embodiment, the control unit is designed to detect user interaction with the interior assembly by means of movement of the assembly when the adjustment mode is activated. This movement can be detected using Hall sensors on the adjustment drive. When the interior assembly is moved, the adjustment kinematics (released from the self-locking mechanism by the assisting current) and the adjustment drive move along with it, allowing the Hall sensors on the motor shaft of the adjustment drive to detect and evaluate the movement of the motor shaft.

[0038] Instead of being detected by movement, user interaction can be detected, for example, by a motor parameter such as motor current or voltage. With voltage control, the current decreases when movement occurs. With current control, the voltage decreases. Detection can also be achieved, for example, by detecting motor ripple in the current.

[0039] Upon detection of user interaction, the control unit can, for example, be configured to switch to servo mode. In this case, the control unit is designed to actuate the adjustment drive in servo mode to provide assistive force when a user manually adjusts the interior assembly. Adjusting the interior assembly (for example, a vehicle seat, console element, monitor, partition, shelf, storage compartment, or the like) is therefore generally done manually by a user, but with electric motor assistance from the drive unit in servo mode. Thus, a user does not need to provide the full force required to overcome loads acting on the interior assembly, but only a partial force.This allows for intuitive and convenient adjustment of the interior assembly by the user, with electric motor assistance from the drive unit. It also enables quick and variable adjustments requiring minimal effort from the user. Adjusting the interior assembly, for example, a vehicle seat, can thus be achieved by the user simply grasping the assembly and thereby moving it to the desired position, requiring only minimal effort from the user, with any additional force required being provided by the electric drive unit.

[0040] In another operating mode, the control unit can be configured to actuate the adjustment drive in a push-to-move mode to move the interior assembly after a user-generated impulse to the interior assembly. The control unit is configured to detect user interaction at the interior assembly when the adjustment mode is activated and to initiate the push-to-move mode based on this detected interaction. During such a push-to-move mode, a user can push the interior assembly by applying an impulse to it, causing the interior assembly to move.Because the self-locking mechanism of the adjustment kinematics is deactivated, the interior assembly moves automatically after being nudged. The control unit can, for example, control the movement of the interior assembly so that it moves automatically, i.e., without any further user force being applied, to a defined position. After detecting user interaction, the current of the adjustment drive can be controlled so that the current is increased, for example, and the interior assembly is thus moved to a final position at a predetermined, controlled speed.

[0041] The interior assembly can, for example, be pivotable around a pivot axis and / or movable along a longitudinal direction. If the interior assembly consists of a vehicle seat, the entire vehicle seat can be adjustable along the vehicle floor, for example, along a longitudinal direction and / or a transverse direction. Additionally or alternatively, the vehicle seat can be rotated around a vertical direction, allowing its position within the vehicle interior to be adjusted. Furthermore, individual components of the vehicle seat, such as a backrest or seat cushion, may be adjustable, for example, to adjust the tilt and / or height.

[0042] Adjustability can also be provided on other interior components, such as a console element. A console element, for example, can be moved along the vehicle floor, and its height or rotation may also be adjustable. A monitor, for instance, can be adjustable in its swivel, rotation, height, and tilt positions.

[0043] The adjustment movements of the interior assembly as a whole or of individual (sub-)assemblies of the interior assembly can be effected by one or more drive devices, whereby the adjustment is carried out manually by a user and supported by an electric motor by a respective drive device.

[0044] The adjustment mode, during which a user can adjust the interior assembly, can be ended, for example, after a predetermined time. Alternatively, the adjustment mode can be ended after a predetermined time following an adjustment action.

[0045] Conversely, the adjustment mode can be ended if an electrical adjustment is initiated, for example by pressing a button in automatic mode.

[0046] A trigger criterion could, for example, be the occupancy status of an interior assembly. If the interior assembly is, for instance, a vehicle seat or a component of a vehicle seat, such as the backrest, the control unit will only make the adjustment mode available if the vehicle seat is not occupied by a vehicle occupant. For example, the backrest should only be adjustable when the vehicle seat is empty. The occupancy status can be evaluated, for example, using a (capacitive) occupancy sensor, the state of a seatbelt buckle, or an interior monitoring device.

[0047] A trigger criterion can also be a movement state of the interior assembly. For example, if a front vehicle seat is moved, a drive device on a rear vehicle seat or on a center console can be switched to adjustment mode to enable movement of the rear vehicle seat or the center console.

[0048] Another trigger criterion could be the open / closed state of a vehicle door, particularly a side door or tailgate. For example, the control unit could be configured to activate the adjustment mode as soon as a side door is opened. If, for instance, the right rear side door is opened, the adjustment mode for a rear right and / or front right seat could be initiated. Conversely, if the left rear side door is opened, the adjustment mode for a rear left and / or front left seat could be initiated. If the tailgate is detected opening, the adjustment mode could be initiated, for example, for a rear row of seats.

[0049] An additional criterion can be the vehicle's driving state. For example, the adjustment mode can be enabled only when the vehicle is stationary. Alternatively, the adjustment mode can be activated when the vehicle is stationary, but also, if necessary, while driving. When the vehicle is moving, the adjustment mode can be deactivated depending on the situation, for example, depending on the vehicle's speed or in the event of a "pre-crash" warning indicating a potentially imminent crash. If the drive unit is in adjustment mode when such a "pre-crash" warning is triggered, the adjustment mode can be deactivated and the interior assembly locked in its current position to absorb and dissipate potential crash forces.

[0050] Another trigger criterion could be, for example, a sensor signal from a sensor device, such as an indoor monitoring device (e.g., a radar or lidar system) or a motion sensor on an indoor assembly.

[0051] Other trigger criteria may include: adjustment of an adjacent interior component; activation of the vehicle ignition; a dedicated user action (e.g. pressing a button on the seat or on the menu in the on-board computer or a voice command).

[0052] The adjustment mode can be deactivated based on a trigger criterion or a combination of trigger criteria, for example: when a trigger criterion is no longer present; after an adjustment has been made; time-controlled; when the vehicle is switched off, for example based on a "power budget".

[0053] In one embodiment, the control unit is configured to generate a notification signal for the user after the adjustment mode has been activated. For example, the control unit can generate a notification signal that is output via a vehicle system, such as the vehicle's audio system, to indicate to the user that the adjustment mode has been started. Additionally or alternatively, the notification signal can consist of the control unit activating the adjustment drive to move the interior assembly, for example, with a slow movement speed or by generating a vibration in the interior assembly in a manner perceptible to the user.Additionally or alternatively, the control unit can, for example, generate and send a modulated current signal to the actuator, causing it to produce a predetermined noise, such as tones. The actuator is thus energized in such a way that a signal in the audible range is generated at the actuator.

[0054] The adjustment drive can, for example, be designed as a DC motor, particularly advantageously as a brushless DC motor.

[0055] The control unit can be integrated into the adjustment drive, but it can also be designed separately from the adjustment drive, for example by a seat control unit or a central control unit in the vehicle.

[0056] In one embodiment, the control unit includes a current control module for regulating the current of the adjustment drive. When the adjustment mode is activated, the current control module can, in particular, regulate the support current to a defined (preset or measured) value so that the self-locking of the adjustment kinematics is released and the interior assembly can thus be manually set in motion.

[0057] To control the adjustment drive, it is advantageous to use current control, although it should be noted that alternatively, for example, voltage control can also be used, and thus the control of the adjustment drive is not limited to current control.

[0058] In one embodiment, the control unit includes an actuator module for determining a setpoint as a function of a load acting on the interior assembly. In this case, the current control module is configured to regulate the current of the adjustment drive based on the setpoint supplied by the actuator module.

[0059] When the adjustment mode is activated, the actuator module can adjust the assist current value to compensate for factors such as gravity, which depends on the vehicle's orientation. The assist current is thus adjusted according to the direction of travel to compensate for gravity. The actuator module therefore specifies a target current value, which is set based on the predefined assist current value but is further adjusted using additional parameters, such as the vehicle's incline and / or slope.

[0060] Furthermore, in servo operation, the actuator module can specify the setpoint for the current in such a way that the force provided by the actuator supports the user in the movement of the interior assembly in such a way that the force to be applied by the user is, if possible, at least approximately the same (or follows a desired curve), thus resulting in a comfortable, haptically pleasant adjustment of the interior assembly for the user.

[0061] In one embodiment, the control unit additionally includes a load calculation module, which is connected upstream of the actuating module and serves to determine a load acting on the interior assembly. This load is a force acting on the interior assembly that is independent of any applied user force and, in particular, counteracts (or may even assist) any adjustment of the interior assembly. It can depend, for example, on the vehicle's orientation, the direction of adjustment of the interior assembly, and its current position.

[0062] The load calculation module can be specifically designed to determine a static and / or dynamic load acting on the interior assembly. The load can be determined, for example, as a function of a vehicle's tilt angle measured about a longitudinal axis, a tilt angle of a pivot axis of the interior assembly measured about the longitudinal axis, a vehicle's inclination angle measured about a transverse axis, a pivot angle of the interior assembly's pivot axis measured about the transverse axis, and / or an opening angle of the interior assembly.

[0063] Depending on the vehicle's inclination (measured around its longitudinal axis, also known as roll angle) and / or its gradient (measured around its transverse axis, also known as pitch angle), gravitational forces act on the interior assembly. These gravitational forces can act, for example, in the direction of a desired adjustment movement or in the opposite direction. If gravity opposes the adjustment, a user must, for example, work against a force acting on the interior assembly due to gravity when adjusting it. The assisting force provided by the adjustment drive should preferably be set so that, for example, in servo mode, the force required by the user remains constant regardless of the vehicle's orientation and the position of the interior assembly, or follows a desired curve.The supporting force to be provided by the adjustment drive thus changes with the vehicle's position and the position and adjustment direction of the interior assembly, and is accordingly specified so that a user preferably experiences at least an approximately constant adjustment force in servo operation.

[0064] Additionally, frictional forces can act on the interior assembly, which can also be included by the load calculation module to calculate the load acting on the interior assembly.

[0065] Additionally or alternatively, temperature or aging can also be taken into account.

[0066] In one embodiment, the actuator module is configured to determine a target force to be provided by the actuator for servo operation based on the load acting on the interior assembly, as calculated by the load calculation module and supplied to the actuator module, and additionally based on a target force value to be applied by the user. The target force value corresponds to the desired force that a user has to apply when adjusting the interior assembly. The actuator module is intended to specify the target value for current control in such a way that the actuator provides a force that assists the user in adjusting the interior assembly to such an extent that the user only has to apply a force approximately equal to the target force value.

[0067] Based on the target force, the actuator module then determines the setpoint and transmits this setpoint to the current control module. The current control module then regulates the current based on the setpoint provided by the actuator module.

[0068] In one embodiment, the current control module is configured to adjust the current of the actuator using pulse width modulation. Within the current control module, current regulation is based on the supplied setpoint, which depends on the operating mode. The current control module outputs a manipulated variable, which is used to adjust the voltage supplied to the actuator using high-frequency pulse width modulation, for example, with a frequency between 5 kHz and 100 kHz or even higher.

[0069] Alternatively, the current can also be adjusted using a linear regulator.

[0070] The current control module regulates the current based on the supplied setpoint and the resulting actual motor current. The current of the actuator is thus adjusted by the control system so that it corresponds to the setpoint.

[0071] Adjusting one or more adjustment levels of one or more interior assemblies can be done simultaneously. For example, on a vehicle seat, the self-locking mechanism for one or more drive units can be released and an adjustment process initiated at the same time, allowing the vehicle seat to be moved and rotated longitudinally and simultaneously in a single movement. This enables convenient, quick, and intuitive adjustment of interior assemblies by a single user.

[0072] The adjustment drive of the drive device can, for example, be a brushless DC motor (BLDC motor). However, other motors can also be used in principle.

[0073] Different applications for a drive device of the described type are conceivable and possible.

[0074] In an application, the interior assembly can, for example, be implemented as a vehicle seat. The drive device can be designed, in particular, to adjust the backrest of the vehicle seat relative to a seat section. Alternatively, the drive device can be designed for longitudinal seat adjustment. Alternatively, the drive device can also be designed for seat height adjustment.

[0075] In other applications, the interior assembly can be implemented, for example, through a console element, such as a center console, an armrest, a table, or another assembly in the vehicle interior.

[0076] In one application, the interior assembly is implemented as a vehicle seat and can be moved into an easy-entry position using a so-called easy-entry function. In this position, the vehicle seat is both folded forward with its backrest and moved forward as a whole, thus creating space behind the seat, particularly for easier access to a row of seats located behind the vehicle seat. In this case, the vehicle seat can, for example, have two drive units, each with an electric motor and adjustment mechanism. These allow the vehicle seat to be moved longitudinally within the vehicle and the backrest to be pivoted relative to a seat cushion.Depending on at least one trigger criterion, an adjustment mode can be activated on one or both drive devices to move the vehicle seat into the easy-entry position or from the easy-entry position back to a normal operating position.

[0077] Within such an application, an easy-entry function can be activated, for example, when a swiveling movement is detected in the backrest of the vehicle seat or a longitudinal movement is detected in the vehicle seat itself during adjustment mode. If the adjustment mode is implemented on the drive mechanism for adjusting the backrest relative to the seat, the adjustment mode is activated based on at least one trigger criterion. When activated, an auxiliary current is provided to overcome the self-locking mechanism of the drive mechanism, allowing the backrest to be moved manually by a user. Such a movement can be detected, and an easy-entry adjustment can then be initiated based on the motion detection, during which the vehicle seat is moved into a defined easy-entry position.The adjustment mode of the drive unit thus serves to initially detect movement of the vehicle seat. If movement is detected, further adjustment to the end position corresponding to the Easy-Entry position is carried out automatically and electrically by one or more electric drive units of the vehicle seat.

[0078] For example, a user sitting behind a vehicle seat and wishing to exit the vehicle might press on the backrest of the seat in front. If the drive mechanism for adjusting the backrest of that seat is in adjustment mode, the backrest can be moved manually. This movement is detected and automatically adjusts the entire vehicle seat into the easy-entry position, pivoting the backrest relative to the seat cushion into a forward-folding position and moving the entire vehicle seat forward.

[0079] Conversely, if a user from outside the vehicle wishes to enter a row of seats behind a seat in front and pulls or pushes on the backrest of the vehicle seat with the door open, the backrest is manually moved as part of the adjustment mode. This movement can be detected and, in turn, automatically adjusts the entire vehicle seat to the easy-entry position.

[0080] As a trigger criterion for starting the adjustment mode on one or more drive units of the vehicle seat within the framework of an easy-entry function, in particular on a drive unit for adjusting the backrest section of the vehicle seat and on a drive unit for longitudinal adjustment of the vehicle seat, it can be taken into account, for example, whether the vehicle is in a stationary position. Additionally or alternatively, it can be taken into account whether the vehicle seat to be adjusted is unoccupied. Again, additionally or alternatively, it can be taken into account whether a vehicle door is open.If a trigger criterion or a predetermined combination of trigger criteria is present, the adjustment mode can be started on one or more drive devices of the vehicle seat within the Easy-Entry function, so that one or more components of the vehicle seat can be moved manually by the user within the adjustment mode of the respective drive device and a movement can be detected in order to automatically and electrically move the vehicle seat to a defined end position that corresponds to the Easy-Entry position after the movement has been detected within the Easy-Entry function.

[0081] Exclusion criteria for the adjustment mode can also be defined in this context. For example, if the vehicle seat that is to be adjusted as part of the Easy-Entry function is occupied, the adjustment mode may be prevented and therefore cannot be started even if one or more trigger criteria are present.

[0082] In another application, an adjustment mode, for example for longitudinal adjustment, can be initiated on several, preferably all, vehicle seats. Each vehicle seat has a drive mechanism, for example for longitudinal adjustment, which can execute the adjustment mode of the described type. If, for example, it is detected that the vehicle is stationary and all vehicle doors are open, it can be inferred that the vehicle interior is to be cleaned. The trigger criterion can therefore be that the vehicle is stationary and all vehicle doors are open, in order to then initiate the adjustment mode on the drive mechanisms of the vehicle seats, thus enabling manual adjustment of the vehicle seats. This allows the positions of the vehicle seats within the vehicle interior to be easily adjusted manually by a user.

[0083] Activating the adjustment mode on a vehicle seat can, for example, facilitate the installation of a component on a row of seats located behind the vehicle seat. If, for instance, the trigger criterion is that the vehicle is stationary and a vehicle door is open, the adjustment mode can be activated on the drive unit associated with the longitudinal adjustment of the vehicle seat. This allows the vehicle seat to be moved manually, thereby enlarging or otherwise adjusting the space behind the vehicle seat to install a component, such as a child seat, on the row of seats located behind the vehicle seat.

[0084] In another application, adjusting a rear seat row, for example, individual seats within a rear seat row, can be enabled by initiating the adjustment mode on one or more drive units assigned to the entire rear seat row or to individual seats within the row. This occurs when, for example, the vehicle is detected as stationary with the tailgate open. Additionally or alternatively, an interior monitoring system can detect, for instance, that a user is attempting to load the vehicle through the cargo opening with the tailgate open. In this case, initiating the adjustment mode on one or more drive units can enable adjustment of the entire rear seat row or individual seats within the row.This allows a user, for example, to press down on a backrest section of the rear seat from behind and thus manually swivel the backrest section within the adjustment mode, for example by applying pressure over a load such as a roof batten or similar object. Additionally or alternatively, it may be possible to move the entire rear seat row or an individual seat within the rear seat row within the adjustment mode.

[0085] Whether the entire rear seat row, a single seat within the row, or a backrest section is moved during the adjustment mode can depend, for example, on where a force is applied to the rear seat row or a single seat. If a manual force acts (primarily) as a torque to pivot a backrest section, the backrest section can be manually pivoted by the drive mechanism during the adjustment mode. If the force acts (primarily) linearly in the direction of moving the seat, the seat can be manually moved by the drive mechanism during the adjustment mode.

[0086] The adjustment mode can be started, for example, for a limited time only when a trigger criterion or a combination of several trigger criteria is present. If no adjustment is detected on the interior assembly within this limited time, the adjustment mode is stopped again.

[0087] The control unit for the adjustment mode can be implemented, for example, as a seat control unit or a central control unit in the vehicle. Such a control unit can communicate with a local control unit of the respective drive device, for example, via a bus system such as a LIN bus or a CAN bus.

[0088] Control tasks can also be distributed. For example, a higher-level control unit can check for the presence of trigger criteria and initiate the adjustment mode accordingly. In contrast, measuring the support current can be performed, for example, by a local control unit of a drive device.

[0089] The support current can be measured once before commissioning or repeatedly during operation. For example, the support current can be measured and individually adjusted each time the adjustment mode is started, so that aging effects or changes in environmental conditions, such as the vehicle's current position, can be taken into account when determining the support current.

[0090] It is also possible to adjust the support current by means of an automatic electromechanical adjustment of the interior assembly, for example to a predetermined percentage of a measured current during an electromechanical adjustment.

[0091] If the adjustment mode is implemented on one or more drive units as part of an easy-entry function, the adjustment mode is preferably only available in the direction of the easy-entry position when the vehicle seat is in a normal operating position. Conversely, if the vehicle seat is in the easy-entry position, the adjustment mode for initiating the adjustment is preferably only available in the direction of the normal operating position. If the vehicle seat is in an intermediate position between the normal operating position and the easy-entry position, the adjustment mode can allow adjustment in both directions, i.e., in the direction of the easy-entry position or in the direction of the normal operating position. For this purpose, when the adjustment mode is initiated at the adjustment drive, for example, an auxiliary current is provided alternately in one and then the other direction of movement.

[0092] The support current values ​​for enabling adjustment in opposite directions of movement can be set identically or independently. For example, the support current values ​​for adjustment in different directions of movement can each be set as parametric factors. In one embodiment, the support current values ​​are measured independently of each other, whereby the measurement can be performed once before commissioning or repeatedly during operation, for example, before each change of direction.

[0093] According to another aspect, a method for controlling a drive device for adjusting an interior assembly of a vehicle comprises at least the following: controlling, by means of a control device, an electromechanical adjustment drive of the drive device to generate an adjustment force, wherein a self-locking adjustment kinematic mechanism, driven by the adjustment drive, is designed to transmit an adjustment force generated by the adjustment drive to the interior assembly; activating, by means of the control device, an adjustment mode for adjusting the interior assembly depending on at least one trigger criterion;and actuation, with adjustment mode activated and by the control device, of the adjustment drive with an auxiliary current dimensioned such that the interior assembly can be set in motion by a user force manually generated by a user on the interior assembly, overcoming the self-locking of the adjustment kinematics, wherein the auxiliary current is dimensioned such that an adjustment force caused by the auxiliary current does not move the interior assembly or moves it at a speed below a limiting speed.

[0094] The advantages and beneficial designs described above for the drive device also apply analogously to the method.

[0095] From another perspective, a computer program product includes instructions that, when the program is executed by a computer, cause it to perform the procedure specified above.

[0096] The underlying concept of the invention will be explained in more detail below with reference to the exemplary embodiments shown in the figures. The figures show: Fig. 1 a schematic view of a vehicle with interior assemblies in the form of vehicle seats; Fig. 2 a schematic top view of a vehicle; Fig. 3A a view illustrating a vehicle's incline angle; Fig. 3B a view illustrating a vehicle's tilt angle; Fig. 4 a functional view of a control unit of a drive device; Fig. 5 a graphical view of an adjustment force to be applied by a user over an adjustment range of an interior assembly in a servo operating mode; Fig. 6 a schematic view of a drive device for adjusting an interior assembly, for example, a vehicle seat; and Figs. 7A, 7B views illustrating the measurement of the assist current when starting an adjustment mode for adjusting an interior assembly. Fig. 1 Figure 1 shows a schematic view of a vehicle 1, which forms an interior enclosed by a vehicle body 10, in which different interior assemblies, for example in the form of vehicle seats 11 and console elements 12, and possibly other interior assemblies such as monitors, partitions, shelves, storage compartments or the like, are arranged.

[0097] Within the framework of new interior concepts, for example in connection with autonomous vehicles, interior assemblies 11, 12 can be variably adjustable in the interior of a vehicle 1.

[0098] For example, an interior assembly 11 in the form of a vehicle seat can be variably adjustable in order to adjust the vehicle seat along an adjustment plane defined by a vehicle longitudinal direction X and a vehicle transverse direction Y and, if necessary, also to rotate it about a vertical direction Z, as shown in Fig. 1in conjunction with Fig. 2 This is evident. Furthermore, components of the vehicle seat, for example the backrest 112, can be adjustable to adapt the position of the respective component. For example, the backrest 112 can be adjusted in its tilt. In addition, the seat section 111 can be adjusted in its height and also in its tilt position.

[0099] For an interior assembly 11, 12, there is a fundamental desire for comfortable, intuitive, and tactilely pleasing adjustment by the user. The adjustment should be as precise and quick as possible, while limiting the force required by the user.

[0100] To adjust an interior assembly 11, 12, as shown schematically in Fig. 1As shown, a drive device 2 is provided which is connected to a control unit 3. The drive device 2 is designed as an electric motor and can be operated to move an associated interior assembly 11, 12 between different positions.

[0101] In principle, each adjustable interior assembly 11, 12 or an adjustable sub-assembly of an interior assembly 11, 12, for example the backrest 112 of a vehicle seat, can be assigned its own electromechanical drive device 2, wherein the drive devices 2 can be connected, for example, to a common control unit 3, so that the control unit 3 jointly controls the drive devices 2 to adjust the assigned interior assembly 11, 12.

[0102] Using the drive device 2, an associated interior assembly 11, 12 can be adjusted along a defined path of movement. For example, a vehicle seat can be moved longitudinally along the vehicle's longitudinal direction X along a path of movement defined by guide rails relative to a vehicle floor. A backrest section 112 can also be pivoted about a defined pivot axis 110 relative to the seat section 111.

[0103] However, it is also conceivable that an interior assembly 11, 12 can move freely along the vehicle floor of vehicle 1 and thus be freely adjusted within the interior and, for example, locked at defined anchor points within the interior. Therefore, it is not absolutely necessary to provide guide rails, for example, to define a fixed, predetermined path of movement.

[0104] Each drive device 2 can, for example, be operated in automatic mode and in servo mode, and can thus effect automatic adjustment of the respective associated interior assembly 11, 12, or manual adjustment of the interior assembly 11, 12 by a user, with the adjustment being supported by the drive device 2 via an electric motor. For this purpose, the drive device 2 can, for example, be switchable between different operating modes, whereby the adjustment drive 20 is controlled in different ways depending on the selected operating mode.

[0105] While in automatic mode the control is intended to be based, for example, on a predetermined rotational speed in order to move the interior assembly 11, 12 between different positions at a predetermined adjustment speed, in servo mode the adjustment drive 20 is intended to provide a force that causes an additional user force to adjust the interior assembly 11, 12. The user force applied should preferably be at least approximately the same over the adjustment range of the interior assembly 11, 12, or follow a desired curve, in order to enable the user to adjust comfortably and with a pleasant tactile experience.

[0106] Fig. 3A and 3B show (in exaggerated representations for illustrative purposes) different vehicle positions and the resulting positions of an interior assembly 11 in the form of a vehicle seat inside the vehicle 1.

[0107] Fig. 3A Figure 1 shows a vehicle 1, which is parked, for example, on a slope with an incline and therefore has an incline angle α between the vehicle's vertical axis Z and a vertical (determined by the direction of gravity). The incline angle α of vehicle 1 is measured around the vehicle's transverse axis Y (see Figure 1). Fig. 3B ) measured.

[0108] Fig. 3B In contrast, figure 1 shows a vehicle 1 that rotates around the vehicle's longitudinal axis X (see Fig. 3A ) is inclined. In this case, the vehicle's vertical axis Z has an angle of inclination β to the vertical, measured around the vehicle's longitudinal axis X.

[0109] As will be explained below, the vehicle position is taken into account in the calculation of the force to be provided by the adjustment drive 20 in servo operating mode, which is intended to assist a user in adjusting the interior assembly 11, 12.

[0110] One in Fig. 4In an exemplary embodiment, the control device 3 for controlling the adjustment drive 20 of the drive device 2 has different control modules which, depending on the operating mode, serve to adjust a current (corresponding to the motor current) of the adjustment drive 20 designed as an electric motor so that an adjustment of an interior assembly 11, 12 takes place in the desired manner depending on the operating mode, namely in automatic operation with a desired adjustment speed and in servo operation in a power-assisted manner.

[0111] The control unit 3 implements a current control module 34, to which a setpoint I cmd is supplied, wherein, depending on the operating mode, the current control module 34 receives the setpoint I cmd from a speed control module 32 or an actuator module 31.

[0112] The speed control module 32 serves to specify the setpoint I cmd in automatic operation so that a desired speed is achieved at the adjustment drive 20 and a desired adjustment speed v is achieved at the interior assembly 11, 12.

[0113] In contrast, the actuating module 31 serves to specify the setpoint I cmd in such a way that manual adjustment of the interior assembly 11, 12 in servo operation is supported by a force which is set so that the additional force to be applied by a user is preferably at least approximately equal to or follows a desired curve over the adjustment path of the interior assembly 11, 12.

[0114] In automatic mode, the speed control module 32 regulates the speed of the actuator 20. A target speed n cmd is supplied to the speed control module 32 via an input 320. This target speed n cmd is stored, for example, in a memory and is therefore fixed (either as a constant value or as a speed profile over the adjustment range), but can also be adjusted by a user if necessary. Depending on the target speed n cmd and the actual speed of the actuator 20 during control operation, the speed control module 32 determines a setpoint I cmd, which it supplies to the current control module 34.

[0115] In automatic mode, the speed control module 32 is connected to the current control module 34 via a switching device 33, whereby the switching device 33 is switched to a switching point 330. The setpoint I cmd output by the speed control module 32 is thus supplied to the current control module 34, enabling the current control module 34 to perform current control based on the setpoint I cmd received from the speed control module 32.

[0116] The switching device 33 can be physically implemented by a mechanical switch. Advantageously, however, the switching device 33 is implemented in software by the software of the control unit 3. Likewise, the modules of the control unit 3 are preferably implemented by software modules.

[0117] The switching device 33 is controlled, for example, via a control module 36 of the control device 3.

[0118] Current control is performed in the current control module 34. The current control module 34 regulates the current of the actuator 20 such that it is set to the setpoint value supplied to the current control module 34. The current control module 34 sets the current using a voltage control value U cmd in the form of a load factor (between 0% and 100%) by supplying the voltage control value U cmd to a pulse width modulation 35, which generates an output voltage based on the vehicle's battery voltage U Bat and the voltage control value U cmd and supplies it to the actuator 20. The pulse width modulation 35 preferably operates at a relatively high frequency, in particular at a frequency between 5 kHz and 30 kHz, for example, 20 kHz. Based on the setpoint I cmd and the actual current I of the actuator 21, the control value U cmd is adjusted so that the motor current I is regulated to the setpoint I cmd.

[0119] In automatic mode, control is thus carried out in the form of a cascade control, in which the speed control module 32 determines a control value in the form of a setpoint I cmd and supplies it to the downstream current control module 34 for current control.

[0120] By switching the switching device 33 to switching point 331, the system can be switched to servo operation, in which a setpoint I cmd is now supplied to the current control module 34 by the actuating module 31. Based on the setpoint received from the actuating module 31, the current is then regulated such that the force provided by the actuating drive 20 assists a user in adjusting the interior assembly 11, 12, and the user has to apply a force that is preferably as uniform as possible over the adjustment range of the interior assembly 11, 12 for the electrically assisted adjustment of the interior assembly 11, 12.

[0121] The determination of the setpoint I cmd by the actuating module 31 is based on a load acting on the interior assembly 11, 12, which is calculated by a load calculation module 30 depending on the vehicle position and, for example, a position of the interior assembly 11, 12.

[0122] This can be illustrated, for example, by an adjustment in the form of a rotational movement around the vehicle's vertical axis Z of an interior assembly 11, 12 in the form of a vehicle seat. During such a rotational movement, loads on the interior assembly 11, 12 are influenced by the vehicle's inclination and gradient, and these loads are taken into account when determining the target value I cmd.

[0123] The load acting on the interior assembly 11, 12 is basically determined by a static load force and a dynamic load force.

[0124] For rotation about the vehicle's vertical axis Z, a static load moment acting on the interior assembly 11, 12 is determined in particular by a moment resulting from gravity about the vehicle's vertical axis Z and additionally by a frictional torque acting in the bearing of the interior assembly 11. The static torque, referred to as the static load moment, is thus calculated as M stat = M Neigung ∗ cos α + M Steigung ± M R , where M stat denotes the static load moment, M inclination a tilting moment resulting from a vehicle inclination, M gradient a gradient moment resulting from a vehicle gradient, and MR a frictional moment in the bearing of the interior assembly 11, 12.

[0125] It should be noted that the term "cos(α)" in the equation above only appears if the inclination / pitch angles are determined according to DIN ISO 8855 (corresponding to the Euler angle, which is derived from a roll angle, pitch angle, and yaw angle). If the inclination angle is measured (absolutely), the term "cos(α)" is omitted.

[0126] The slope moment and the inclination moment are calculated as follows: M Steigung = x SP ∗ m ∗ g ∗ sin α ∗ sin φ M Neigung = x SP ∗ m ∗ g ∗ sin β ∗ cos φ

[0127] The quantities used in these equations represent: φ Current rotation angle [°] - Offset angle x SP Distance center of gravity - axis of rotation [m] m Mass of the interior assembly [kg] g Acceleration due to gravity [m / s²<] α Slope of pivot axis β Tilt of axis of rotation [°] MR Friction torque [Nm]

[0128] The angles α, β are in Fig. 3A and 3B The distance x SP between the center of gravity SP of the interior assembly 11 and the axis of rotation of the interior assembly 11, 12 is illustrated by example in Fig. 2The gradient and inclination of vehicle 1, as well as the current position of the interior assembly 11, 12, can be detected by sensors 301, 302, 303, and measured values ​​are supplied to the load calculation module 30 accordingly.

[0129] When determining the static load moment, the presence of a user or objects can also be taken into account – for example, when the interior assembly 11, 12 is configured with a vehicle seat. In this case, the mass of the interior assembly 11, 12 changes in particular. A force acting due to occupancy can, for example, be determined at least approximately using a sensor signal from a sensor device of the interior assembly 11, 12 and included in the calculation of the load moment.

[0130] In addition to the static load moment, a dynamic load moment acts when the interior assembly 11, 12 moves, which is calculated as follows: M dyn = φ ¨ ∗ I ∗ c

[0131] φ Here, ¨ denotes the acceleration of the interior assembly 11, 12. The acceleration of the interior assembly 11, 12 can be determined from a change in the adjustment angle ϕ about the axis of rotation. Alternatively, the acceleration can also be calculated from the adjustment velocity v of the interior assembly 11, 12, which is supplied to the actuating module 31 during operation.

[0132] In the equation above, I represents the inertia of the interior assembly 11. The factor c allows for the adjustment of dynamic haptics and can take values ​​between 0% and 100%. When c = 100%, any change in dynamics during acceleration of the interior assembly 11 is essentially compensated for by the motor. When c = 0%, a user must apply a force change themselves during acceleration.

[0133] In addition to such static and dynamic load forces, a torque arises on the interior assembly 11, 12, which is caused by the user force at the point of application on the interior assembly 11, 12. The user torque is calculated as follows: M user = F user ∗ l Griff with • F user Preferred server [N] • l handle Distance attack position - pivot axis [m] • M user User-generated torque [Nm]

[0134] The distance I handle between an attack position, at which a user is intended to attack an interior assembly 11, 12 and which may, for example, correspond to the position of a control element on the interior assembly 11, 12, and the axis of rotation of the interior assembly 11, 12 pointing along the vehicle vertical direction Z, is in Fig. 2 schematically represented.

[0135] Based on the static load moment, the dynamic load moment, and the user torque, a force balance in the form of a moment balance can be established to determine the target load moment to be provided by the adjustment drive 20. The moment balance is calculated as follows: M Soll = M stat + M dyn − M user

[0136] Mtarget denotes the torque to be provided by the drive device 2 at the axis of rotation. From this, the control module 31 calculates the torque to be provided by the adjusting drive 20, taking into account a gear ratio of the drive device 2. M Soll _ Antrieb = M Soll ∗ ü Hebel The lever ratio denotes the transmission ratio of the kinematics of the drive device 2 for the translation of an adjusting force provided by the drive device 2 at the location of an electromechanical adjusting drive into an adjusting force at the location of the axis of rotation of the interior assembly 11, 12. The lever ratio can, for example, depend on ϕ and be stored in the system in the form of a look-up table.

[0137] The target torque of the electric motor-driven adjustment mechanism is calculated from the target torque of the drive, taking into account the motor efficiency and a gear ratio of a motor gearbox. M Soll _ motor = M Soll _ Antrieb η motor ∗ ü Getriebe with • η motor Translation efficiency [ ] • ü transmission Gear ratio [ ]

[0138] The motor current is fundamentally proportional to the motor torque, so the target value can be calculated from the target motor torque M target_motor as follows: I Soll _ motor = M Soll _ motor Kt + I o with • Canton Motor constant [Nm / A] • I o Motor idle current [A]

[0139] This value is supplied as setpoint I cmd from the actuator module 31 to the current control module 34 in servo operating mode.

[0140] For a different adjustment, for example for a longitudinal and / or lateral adjustment of an interior assembly 11, 12 along a vehicle floor, i.e. along an adjustment plane spanned by the vehicle's longitudinal direction X and its transverse direction Y, a similar system of equations results, in which the load on the interior assembly 11, 12 depends on the inclination and gradient of the vehicle 1, as in Fig. 3A and 3B shown, dependent.

[0141] In servo operating mode, the setpoint I cmd is thus determined by taking into account load forces acting on the interior assembly 11, 12, such that the force to be applied by the user over the adjustment range of the interior assembly 11 is the same or follows a desired curve. Accordingly, for example, as shown in Fig. 5shown, via an adjustment path of the interior assembly 11, 12 (in Fig. 5 A user force F, recorded over an adjustment angle ϕ), is applied at least approximately uniformly and can be set to a predetermined value, for example, 10 N. A user must therefore apply a controlled, uniform user force of, for example, 10 N over the adjustment range of the interior assembly 11, 12 to effect smooth, electrically assisted adjustment of the interior assembly 11, 12.

[0142] Fig. 6Figure 1 schematically shows an embodiment of a drive device 2 designed for the electromechanical adjustment of an associated interior assembly 11, 12. The drive device 2 can enable manual, but electromechanically assisted, adjustment of the associated interior assembly 11, 12 in servo mode and automatic adjustment, for example, between defined adjustment positions, in automatic mode.

[0143] The drive device 2 comprises an electric motor actuator 20, which is operatively connected to a gearbox 21. The gearbox 21 serves to drive an output element 23, which acts on a gear element 24 and, via that, on an adjustment assembly 25 for adjusting the associated interior assembly 11, 12. Together with the output element 23, the gear element 24, and the adjustment assembly 25, the gearbox 21 implements an adjustment kinematic mechanism for transmitting an adjustment force from the actuator 20 to the associated interior assembly 11, 12.

[0144] For example, the output element 23 can be configured as a drive worm with a worm gear formed on it, which engages with a gear element 24 in the form of a spindle nut. The spindle nut 24 can, for example, be arranged on an adjustment assembly 25 in the form of a spindle, such that driving the spindle nut 24 causes a longitudinal adjustment between the spindle nut 24 and the spindle 25, thus allowing an associated interior assembly 11, 12 to be longitudinally adjusted. Such an adjustment kinematic mechanism can be implemented, for example, in a longitudinal adjustment device of an interior assembly 11, 12, such as a vehicle seat.

[0145] The adjustment drive 20 with the gearbox 21 and the adjustment kinematics provided via the output element 23, the gearbox element 24 and the adjustment assembly 25 is designed to be self-locking. Therefore, if the adjustment drive 20 is not energized, the respective associated interior assembly 11, 12 is held in position by the adjustment kinematics.

[0146] The adjustment of the interior assembly 11, 12 should be conveniently performed by a user by grasping the assembly to be adjusted and initiating an adjustment movement by applying manual force. While manual adjustment of the interior assembly 11, 12 is impossible when the adjustment drive 20 is not energized due to the self-locking mechanism of the adjustment kinematics, and any adjustment force introduced into the interior assembly 11, 12 from the output side is blocked by the adjustment kinematics, it is provided here that energizing the adjustment drive overcomes the self-locking mechanism and thus enables manual adjustment of the interior assembly 11, 12.

[0147] In particular, the control unit 3 is designed to activate an adjustment mode for adjusting the interior assembly 11, 12 and, when the adjustment mode is activated, to drive the adjustment actuator 20 with an auxiliary current. The auxiliary current is dimensioned such that the self-locking of the adjustment kinematics is released, so that if a user touches the interior assembly 11, 12, it can be moved manually.

[0148] In order to reduce the requirements for sensors to detect a desired adjustment, it is provided that the adjustment mode for adjusting the interior assembly 11, 12 is activated depending on one or more trigger criteria.

[0149] Such trigger criteria may, for example, be the occupancy or movement state of an interior assembly 11, 12, such as a vehicle seat, the opening state of a vehicle door, in particular a vehicle side door or a tailgate, or the driving state of the vehicle.

[0150] Such trigger criteria can be checked as positive criteria, leading to the activation of the adjustment mode. However, such trigger criteria can also be checked as negative criteria (exclusion criteria), meaning that the adjustment mode can only be started if such a negative criterion is not present.

[0151] A positive criterion could be, for example, the open state of a vehicle door. The adjustment mode could then be activated when a vehicle side door or the tailgate is opened, in which case the adjustment mode would be activated, for example, for an interior assembly 11, 12 in the area of ​​the open vehicle side door or tailgate.

[0152] A negative criterion could be, for example, the occupancy status or the vehicle's driving state. Thus, activation of the adjustment mode might only be possible if an interior assembly 11, 12 in the form of a vehicle seat is unoccupied or if the vehicle is not moving, i.e., stationary.

[0153] If the adjustment mode is activated upon the presence of a trigger criterion or a predetermined combination of trigger criteria, the adjustment drive 20 is initially energized with a low-energy, preferably pulse-width modulated, support current. The support current is dimensioned such that the self-locking of the gearbox 21 and the coupled kinematics is released, but the internal assembly 11, 12 is not set into motion or, alternatively, begins to move slowly.

[0154] If a movement of the interior assembly 11, 12 is detected, for example by means of motion detection using Hall sensors on the interior assembly 11, 12, a user's adjustment request is inferred and, for example, the servo operation is started, in which further adjustment of the interior assembly 11, 12 is supported by the adjustment drive 20 in servo operation.

[0155] The current supply during activation of the adjustment mode can be low-energy, such that the internal assembly 11, 12 initially remains stationary. The current supply is thus such that an adjustment force is introduced into the gearbox and via it into the internal assembly 11, 12, which releases the self-locking mechanism. This allows the internal assembly 11, 12 to be set in motion by a user force applied to the output side. However, the low-energy support current itself does not yet cause movement in the internal assembly 11, 12.

[0156] Alternatively, the power supply can be configured such that the indoor assembly 11, 12 is set into slow motion when the adjustment mode is activated, with the movement speed being less than a limiting speed, for example, in the range between 1 / 10000 m / s and 1 / 100 m / s. When the low-energy support current is applied, the indoor assembly 11, 12 thus begins to move slowly upon activation of the adjustment mode, thereby alerting the user to the activation of the adjustment mode.

[0157] If the assist current is applied in one direction of movement, the self-locking mechanism is only released in that direction. To allow manual adjustment in different directions, the adjustment drive 20 can be alternately energized, with the assist current being the same in both directions or varying depending on the direction of movement. The energization can be applied in each direction for a defined period, for example, between 0.1 seconds and 1 second, alternating between the different directions.

[0158] The value of the low-energy support current when the adjustment mode is activated can be permanently programmed and stored immutably in the system. Alternatively, the value of the support current can be measured by calibration, whereby the calibration can be performed once before commissioning on the respective assigned indoor module 11, 12, or the calibration can be performed repeatedly during operation.

[0159] Calibration can be performed, for example, by slowly increasing the current applied to the actuator 20 at an internal assembly 11, 12, while using Hall sensors on the actuator 20, monitoring the current value at which the actuator 20 begins to move. The assist current can then be set to a value that is, for example, just below the current value at which the actuator 20 begins to move.

[0160] A user's adjustment request can be made when the adjustment mode is activated by motion detection at the interior assembly 11, 12 (for example, using a motion sensor at the interior assembly 11, 12) or by motion detection at the adjustment drive 20 (using Hall sensors of the adjustment drive 20).

[0161] An adjustment request can be detected when movement is detected at the internal assembly 11, 12. Alternatively, with the adjustment mode activated, an adjustment request can be detected based on a specific movement pattern at the internal assembly 11, 12. For example, an adjustment request can be detected if a shaking movement or a nudge is detected at the internal assembly 11, 12.

[0162] If an adjustment request is detected when the adjustment mode is activated, the system can, for example, switch to servo operation to provide further manual support for the interior assembly 11, 12 via an electric motor.

[0163] Alternatively, the control device 3 can be designed to switch to a push-to-action mode when a request for adjustment is detected, in which the interior assembly 11, 12 is initially moved by applying a pulse by a user when the adjustment mode is activated, and the further movement of the interior assembly 11, 12 then takes place without further user intervention, for example by regulating the current of the adjustment drive 20 to further move the interior assembly 11, 12 to a predefined end position.

[0164] It should be noted that in push-to-move mode, it is also possible to leave the further movement of the internal assembly 11, 12 uncontrolled after a user applies a push. Instead, the internal assembly 11, 12 can move freely after the user push until it stops automatically due to friction within the system. With the adjustment mode activated and the support current provided to release the self-locking mechanism, further movement is therefore purely manual: a user applies a push to the internal assembly 11, 12, which then moves automatically without further control.

[0165] When the adjustment mode is activated, the control unit 3 can be configured to generate a warning signal for the user, alerting them that the adjustment mode has been activated for a specific interior assembly 11, 12. This warning can be provided by activating the adjustment drive 20 for a slow movement of the interior assembly 11, 12, which is perceptible to the user. Additionally or alternatively, the control unit 3 can send a signal, for example to the vehicle's audio system, indicating the activated adjustment mode. Furthermore, or alternatively, the control unit 3 can activate the adjustment drive 20, for example to generate a predetermined sound, such as playing tones.

[0166] Based on Figs. 7A and 7BFigure 1 illustrates a possible procedure for determining a support current to start an adjustment mode on a drive device 2 on an interior assembly 11, for example a vehicle seat. Fig. 7A, 7B In each of these diagrams, the upper diagram shows the motor current I [A] supplied to the adjustment drive 20, the middle diagram shows the rotational speed n [rpm] of the adjustment drive 20, and the lower diagram shows the position pos [°] of the motor shaft over time.

[0167] In the depicted sequence, the adjustment mode of the drive device 2 is started at time T1 depending on the presence of a trigger criterion or a combination of several trigger criteria. At the beginning of the adjustment mode, the support current is individually determined and thus measured, so that the support current is set according to the specific existing conditions, for example, stiffness in the drive device 2 and the vehicle's parked position.

[0168] After the presence of the required trigger criteria at time T1 is detected, the actuator 20 is initially energized with a constant current during a period between times T1 and T2. The current is dimensioned such that any play in the system can be compensated for, but no adjustment of the associated internal assembly can occur. Accordingly, as shown in Fig. 7AThis can be seen from the course of the rotational speed and the position, a slight change in position when the motor rotates, which causes a compensation of play in the system.

[0169] At time T2, the balance is achieved. The motor current is now slowly increased until, at time T3, movement of the interior assembly is detected. Movement is detected when the speed of the adjustment drive 20 reaches a predetermined limit speed A1 ( Fig. 7A in the middle diagram) and / or the position of the motor shaft has changed by a predetermined distance A2 ( Fig. 7A (in the lower diagram).

[0170] At time T3, it is thus detected that the interior assembly has begun to move due to the energization. Between times T3 and T4, the motor current is reduced, for example by a predetermined factor, so that the adjustment drive 20 is subsequently energized with a motor current that, on its own, does not cause any adjustment of the interior assembly and represents the support current IS.

[0171] For example, the support current IS is set to a value between 50% and 70% of the current value at time T3, i.e., the current value at which movement of the internal assembly is detected due to the current being supplied.

[0172] After time T4, the drive device 2 is operational in adjustment mode, allowing a user to manually adjust the interior assembly. This is in Fig. 7B depicted.

[0173] At time T5, for example, a user exerts a force on the interior assembly, causing it to move. The rotational speed changes accordingly ( Fig. 7B , middle diagram) and the position of the motor shaft ( Fig. 7B , lower diagram) of the adjustment drive 20. The adjustment of the interior assembly is carried out manually, whereby the self-locking in the system is overcome by the support current IS and thus the adjustment of the interior assembly can be carried out smoothly by a user, for example by the user nudging the interior assembly to apply an impulse or guiding it manually.

[0174] At time T6, it is detected that the rotational speed has fallen below a predetermined threshold value A3. At this time T6, the adjustment mode is terminated and the support current IS is switched off, so that the adjustment drive 20 is no longer energized. The drive device 2 thus enters its self-locking state, in which the self-locking mechanism is no longer overcome by the adjustment drive 20 and the system as a whole is therefore self-locking, so that further adjustment by forces introduced on the output side is not possible.

[0175] The adjustment mode is thus terminated, the interior assembly comes to a standstill and retains its position after time T6.

[0176] Determining the support current IS, as described above, can be performed each time the adjustment mode is started. This determination can also be carried out when changing direction, ensuring that the support current is always individually recalculated and thus reflects changes in the system.

[0177] However, it is also conceivable to measure the support current only once, for example during commissioning, or at longer intervals, for example once a day, once a week or once a month.

[0178] The underlying idea of ​​the invention is not limited to the embodiments described above, but can also be realized in other ways.

[0179] The interior assembly can be implemented through a wide variety of components within a vehicle's interior and is therefore not limited to a vehicle seat or a console element. For example, an interior assembly that can be adjusted via a servo-driven mechanism could also be a monitor, a storage compartment (such as a table), a partition, a storage box, or similar items.

[0180] A control system in servo operation is not limited to current regulation of the type described, but can also be designed differently. Reference symbol list

[0181] 1 Motor vehicle 10 Vehicle body 11 Interior assembly (vehicle seat) 110 Swivel axis 111 Seat section 112 Backrest section 12 Interior assembly (console element) 2 Drive device 20 Adjustment drive (motor) 21 Gearbox 23 Output element 24 Gearbox element 25 Adjustment assembly 3 Control unit 30 Load calculation module 301-303 Sensor unit 31 Actuator module 310 Event detection 32 Speed ​​control module 320 Speed ​​input 33 Switching device 330, 331 Switching point 34 Current control module 35 PWM unit 36 ​​Control module α Inclination angle of the vehicle vertical axis β Tilt angle of the vehicle vertical axis ϕ Angle A1-A3 Threshold I cmd Setpoint IS Support current n Speed ​​SP Center of gravity T1-T6 Time U Bat Battery voltage x SP Distance axis of rotation - center of gravity V Direction of rotation X Longitudinal axis of vehicle Y Transverse axis of vehicle Z Vertical axis of vehicle

Claims

1. A drive device (2) for adjusting an interior assembly (11, 12) of a vehicle (1), comprising a electromotive adjusting drive (20) for generating an adjusting force, a self-locking kinematic adjusting mechanism (21-25) to be driven by the adjusting drive (20) for transmitting an adjusting force generated by the adjusting drive (20) to the interior assembly (11, 12), and a control device (3) for controlling the adjusting drive (20), wherein the control device (3) is configured to activate an adjusting mode for adjusting the interior assembly (11, 12) in dependence on at least one trigger criterion and, with an activated adjusting mode, to actuate the adjusting drive (20) with a support current which is dimensioned such that the interior assembly (11, 12) can be put into movement by a user force manually generated by a user on the interior assembly (11, 12) by overcoming the self-locking of the kinematic adjusting mechanism (21-25), characterized in that the support current is dimensioned such that an adjusting force caused by the support current does not move the interior assembly (11, 12) or moves the same with a speed of movement below a limit speed.

2. The drive device (2) according to claim 1, characterized in that the support current is pulse-width-modulated.

3. The drive device (2) according to claim 1 or 2, characterized in that in the adjusting mode the control device (3) is configured to set the support current with reference to a firmly specified value.

4. The drive device (2) according to any of the preceding claims, characterized in that in a calibration routine outside the adjusting mode the control device (3) is configured to calibrate a value for the support current and in the adjusting mode to set the support current with reference to the calibrated value.

5. The drive device (2) according to any of the preceding claims, characterized in that with an activated adjusting mode the control device (3) is configured to alternately energize the adjusting drive (20) in different adjustment directions.

6. The drive device (2) according to any of the preceding claims, characterized in that with an activated adjusting mode the control device (3) is configured to detect a user interaction on the interior assembly (11, 12) with reference to a movement of the interior assembly (11, 12).

7. The drive device (2) according to any of the preceding claims, characterized in that the control device (3) is configured to actuate the adjusting drive (20) in a servo mode for providing a supporting force in the case of a manual adjustment of the interior assembly (11, 12) by a user, wherein with an activated adjusting mode the control device (3) is configured to detect a user interaction on the interior assembly (11) and to start the servo mode with reference to the detected user interaction.

8. The drive device (2) according to any of the preceding claims, characterized in that the control device (3) is configured to actuate the adjusting drive (20) in a nudging mode for moving the interior assembly (11, 12) after an impulse effected by a user on the interior assembly (11, 12), wherein with an activated adjusting mode the control device (3) is configured to detect a user interaction on the interior assembly (11, 12) and to start the nudging mode with reference to the detected user interaction.

9. The drive device (2) according to any of the preceding claims, characterized in that the control device (3) is configured to evaluate an occupancy state of the interior assembly (11, 12), an opening state of a vehicle door or a driving state of the vehicle (1) as a trigger criterion.

10. The drive device (2) according to any of the preceding claims, characterized in that after activation of the adjusting mode the control device (3) is configured to generate an indication signal as an indication of the adjusting mode for output to a user.

11. The drive device (2) according to any of the preceding claims, characterized in that the control device (3) includes a current regulation module (34) for regulating a current of the adjusting drive (20).

12. The drive device (2) according to claim 11, characterized in that the control device (3) includes a servo module (31) for determining a setpoint in dependence on a load acting on the interior assembly (11, 12), wherein the current regulation module (34) is configured to regulate the current of the adjusting drive (20) with reference to the setpoint supplied by the servo module (31).

13. The drive device (2) according to claim 12, characterized in that the control device (3) includes a load calculation module (30) which is configured to determine a load acting on the interior assembly (11, 12) in dependence on an inclination angle (β2) of the vehicle (1), which is measured about a longitudinal vehicle axis (X), an inclination angle (β1) of a pivot axis (110) of the interior assembly (11, 12), which is measured about the longitudinal vehicle axis (X), a slope angle (α2) of the vehicle (1), which is measured about the transverse vehicle axis (Y), a slope angle (α1) of the pivot axis (110) of the interior assembly (11, 12), which is measured about the transverse vehicle axis (Y), and / or a position (ϕ) of the interior assembly (11, 12).

14. A method for controlling a drive device (2) for adjusting an interior assembly (11, 12) of a vehicle (1), including: controlling, by a control device (3), an electromotive adjusting drive (20) of the drive device (2) for generating an adjusting force, wherein a self-locking kinematic adjusting mechanism (21-25) to be driven by the adjusting drive (20) is configured to transmit an adjusting force generated by the adjusting drive (20) to the interior assembly (11, 12); activating, by the control device (3), an adjusting mode for adjusting the interior assembly (11, 12) in dependence on at least one trigger criterion; and actuating, with an activated adjusting mode and by the control device (3), the adjusting drive (20) with a support current which is dimensioned such that the interior assembly (11, 12) can be put into movement by a user force manually generated by a user on the interior assembly (11, 12) by overcoming the self-locking of the kinematic adjusting mechanism (21-25), characterized in that the support current is dimensioned such that an adjusting force effected by the support current does not move the interior assembly (11, 12) or moves the same with a speed of movement below a limit speed.

15. A computer program product, comprising commands which on execution of the program by a computer cause the same to carry out the method according to claim 14.