Automobile seat integral with control part
Patent Information
- Authority / Receiving Office
- JP · JP
- Patent Type
- Applications
- Current Assignee / Owner
- FERRARI SPA
- Filing Date
- 2023-05-22
- Publication Date
- 2026-05-29
Smart Images
Figure 00000000_0000_ABST
Abstract
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This patent application claims priority to Italian Patent Application No. 102022000010754, filed May 24, 2022, the entire disclosure of which is incorporated herein by reference. [Technical Field]
[0002] The present invention relates to a seat for a vehicle, particularly a sports type. [Background technology]
[0003] Typically, a motor vehicle is driven by a human driver seated in a vehicle seat via a number of controls including a steering wheel and a pedal unit including at least one brake pedal and one accelerator pedal.
[0004] This type of control is an essential part of most automobiles and has been taken for granted to some extent.
[0005] However, as is known, using the above-mentioned controls for extended periods of time, for example during long journeys, especially those involving highways, can be uncomfortable or even simply tedious.
[0006] Indeed, the use of classical controls usually requires the driver to be unrelaxed in the seat and to assume a generally unnatural posture.
[0007] For this reason, some automated driving systems have been invented to allow the driver to relax by stepping away from the controls for at least some sections of the road, for example in the case of long straight stretches.
[0008] Therefore, a need is generally felt to provide alternative methods for operating a motor vehicle.
[0009] More specifically, there is a demand for improving driving comfort and the enjoyment of driving for the driver.
[0010] The object of the present invention is to meet at least one of the above requirements, preferably in a simple and reliable manner. Summary of the Invention
[0011] This object is achieved by a vehicle seat according to claim 1.
[0012] Each dependent claim defines a particular embodiment of the invention. [Brief explanation of the drawings]
[0013] For a better understanding of the invention, embodiments will now be described, by way of non-limiting example, with reference to the accompanying drawings, in which:
[0014] [Figure 1] 1 is a perspective view of an automobile including a seat according to an embodiment of the present invention.
[0015] [Figure 2] FIG. 1 is a perspective view of the passenger compartment of a motor vehicle with the seats visible.
[0016] [Figure 3] FIG. 2 is an enlarged perspective view of a control unit for driving an automobile.
[0017] [Figure 4] FIG. 1 is a block diagram illustrating some functional components of a motor vehicle. DETAILED DESCRIPTION OF THE INVENTION
[0018] In FIG. 1, the reference number 1 is used to indicate a motor vehicle as a whole.
[0019] As is conventional, the motor vehicle 1 comprises a number of wheels 2 and a body 3 suspended relative to the wheels by a suspension assembly of known type, not shown.
[0020] Furthermore, the motor vehicle 1 comprises a compartment 4 defined by a body 3 and suitable for accommodating at least one driver of the motor vehicle 1 .
[0021] The motor vehicle 1 is equipped with a steering device SD of a known type for steering at least two of the wheels 2, in particular the front wheels. In this way, the steering device is configured to steer the motor vehicle 1. In general, the steering device SD may include a number of known devices adapted to steer the motor vehicle 1. For example, the steering device SD may include a device for exerting forces on the axles of the motor vehicle 1 ("torque vectoring"), and / or a device for steering the rear wheels.
[0022] The automobile 1 is provided with a steering wheel 5 in the passenger compartment 4 for controlling the steering device SD.
[0023] The vehicle 1 also comprises a propulsion unit MD, not shown, of a known type, for providing propulsive force to at least two of the wheels 2. In other words, the propulsion unit MD is configured to accelerate the vehicle 1 along a forward direction indicated by the X-axis in Figure 1 .
[0024] FIG. 1 also shows the vertical Z axis and the Y axis, which is perpendicular to the X and Z axes.
[0025] The vehicle 1 also comprises a braking unit BD of known type, not shown, which is arranged to brake the vehicle 1.
[0026] The vehicle 1 is provided in the passenger compartment 4 with a pedal unit 6 including at least an accelerator pedal 7 and a brake pedal 8 for controlling a propulsion unit MD and a braking unit BD, respectively, to accelerate and brake the vehicle 1.
[0027] The motor vehicle 1 also comprises a control unit ECU configured to control each of the steering device SD, the propulsion unit MD and the braking unit BD in response to their actuation by the driver, in particular based on electrical control signals received and emitted by the steering wheel 5, the accelerator pedal 7 and the brake pedal 8, respectively.
[0028] Thus, although this is not essential, the steering unit SD, the propulsion group MD and the braking group BD together with the steering wheel 5, the accelerator pedal 7 and the brake pedal 8 respectively together with the control unit ECU define a so-called drive-by-wire system, i.e. a system in which the steering unit SD, the propulsion unit MD and the braking unit BD are mechanically independent from the steering wheel 5, the accelerator pedal 7 and the brake pedal 8 respectively.
[0029] Furthermore, in the passenger compartment 4, the motor vehicle 1 comprises a seat 10, in particular a seat for the driver. In particular, the seat 10 is arranged in front of the steering wheel 5 and pedal unit 6 along the X axis.
[0030] The seat 10 preferably has a frame 11 movably coupled to the body 3 so as to have an adjustable position within the vehicle compartment 4 .
[0031] The seat 10 is movably coupled to the frame 11 relative to the frame 11 and comprises a plurality of control devices manually operable by the driver to emit electrical control signals configured to drive the vehicle 1, in particular via a control unit ECU, the control unit receiving the electrical control signals and consequently commanding one or more of the steering device SD, the propulsion unit MD and the braking unit BD in response to the received electrical control signals.
[0032] Thus, the term drive is understood herein to include at least one or more of the terms steering, acceleration, and braking.
[0033] Furthermore, as can be derived or implied from the examples of this description of the control device, the expression manual is understood here in the sense of non-automatically, ie with active intervention by the driver.
[0034] In other words, the manual expression should not be understood as restrictively "by hand only," but rather as "by at least one human limb, such as a hand or a foot."
[0035] Thus, for example, the phrase "manually" can be replaced with the phrase "by hand or foot."
[0036] The emitted electrical control signal is dependent on or a function of the movement of the control device relative to the frame 11 .
[0037] In other words, the electrical control signal is variable depending on how the driver operates the control device.
[0038] More specifically, each of the controls emits at least one relative electrical control signal that varies depending on how the driver operates the corresponding control.
[0039] In particular, the control device comprises a first control device 12 configured to emit at least one of the above-mentioned electrical control signals, in particular an electrical control signal for steering the motor vehicle 1 .
[0040] In other words, the electrical control signals are configured for or to perform a function, the function being defined to steer the motor vehicle 1 .
[0041] In particular, the control device 12 comprises a control section 13, which is defined in particular by a crochet or rod.
[0042] The control 13 is in particular positioned so that the driver sitting in the seat 10 can reach it and operate it with one hand, in particular the right hand.
[0043] In other words, the control unit 13 projects from the armrest of the seat 10 extending along its axis K.
[0044] The control unit 13 is movable along or in a transverse plane relative to the X axis, including in particular the K axis. The control unit 13 may be movable along or in a plane defined by the Y and Z axes, i.e., a plane orthogonal to the X axis.
[0045] More precisely, the control unit 13 can rotate around an axis parallel to the X axis.
[0046] The control unit 13 can be rotated or is rotatable according to two opposite directions of rotation, one being a clockwise or right-hand direction of rotation and the other being a counterclockwise or left-hand direction of rotation, starting from a rest position or one central position.
[0047] Alternatively, the control unit 13 may translate only linearly and in two opposite directions, for example and in a non-limiting manner.
[0048] Generally, the control 13 is movable in at least two different, preferably opposite, directions, more preferably towards the right and left, respectively.
[0049] For clarity, in this description, terms such as right and left will be referred to with respect to a driver seated in seat 10 in a position suitable for driving motor vehicle 1, i.e. with their eyes looking along the X axis.
[0050] According to a first example, the signal emitted by command 13 can also be configured to only enable steering of vehicle 1 by commands other than steering wheel 5. In other words, in this case vehicle 1 could not be steered except by using steering wheel 5 until the driver operated command 13 to enable steering.
[0051] In other words, the control unit ECU receives the signal emitted by the command 13 and consequently commands the steering device SD to activate the steering.
[0052] The signal emitted by the command 13 indicates at least the direction of movement, and more precisely the rotation of the command 13 .
[0053] The control unit ECU activates two possible opposite steering directions, namely right and left steering respectively, when the signals emitted by the control unit 13 indicate different directions, in particular directions towards the right and left.
[0054] More specifically, the signal emitted by the control unit 13 or control unit ECU enables a first steering direction, e.g. steering to the right, when the control unit 13 moves according to one of its possible directions of movement, e.g. a clockwise rotation direction, and enables a second, opposite steering direction, e.g. steering to the left, when the control unit 13 is rotated according to the other of its possible directions of movement, e.g. a counterclockwise rotation direction.
[0055] According to a second example, the signal emitted by the control unit 13 can be adapted to set or request the steering angle, ie the angle of inclination of the wheels 2, in particular about the Z axis relative to the X axis.
[0056] In other words, the control unit ECU receives the signal emitted by the command 13 and consequently commands the steering device SD to set the corresponding steering angle.
[0057] The signal emitted by the control 13 is a function of the movement of the control 13 and indicates the steering angle to be set. The control unit ECU therefore sets the steering angle indicated by the signal emitted by the command 13.
[0058] Preferably, the steering angle indicated by the signal emitted by the control unit 13 has a direction or sign that depends on the direction of movement of the control unit 13, whereby the signal emitted by the control unit 13 also indicates the direction of movement of the control unit 13. For example, the steering angle indicated when the control unit 13 moves according to one of its directions of movement has an opposite direction or sign to the steering angle indicated when the control unit 13 moves according to the other direction of movement.
[0059] In particular, the steering angle can be set proportionally to the angle of rotation of the control unit 13, in particular with respect to its rest position.
[0060] Furthermore, it is preferable that the resulting steering direction coincides with the direction of rotation of the control 13, especially as in the first example.
[0061] Again, with reference to the second example, the signal emitted by the control 13 can also be configured to set the rate of change of the steering angle, for example to be proportional to the angular rate of rotation of the control 13.
[0062] In other words, the control unit ECU receives the signal emitted by the command 13 and consequently commands the steering device SD to set both the corresponding steering angle and its corresponding rate of change.
[0063] The signal emitted by the control unit 13 therefore indicates the speed of variation of the steering angle to be set. The control unit ECU sets the rate of change indicated by the signal emitted by the command 13.
[0064] Obviously, the command 13 can be a general command other than the joystick described and illustrated, such as a button, pedal, lever, touchpad, etc., while maintaining the above-mentioned functions of enabling steering or imposing a steering angle, and possibly the rate at which the steering angle is changed.
[0065] Therefore, the fact that the control unit 13 is movable along a plane is clearly arbitrary.
[0066] Preferably, the control device 12 is configured to control the steering of the motor vehicle 1 in coordination with the signals emitted by the commands 13 and comprises at least one or further commands for emitting at least one or further electrical control signals configured to control the steering of the motor vehicle 1.
[0067] As will become more apparent below, the further command is preferably also configured to control the acceleration and deceleration of the motor vehicle 1 in particular in coordination with signals emitted by another command different from command 13 .
[0068] In particular, the control device 12 comprises two controls 14, 15, more particularly in the form of two pedals, i.e. specifically left and right pedals respectively, which can be pressed from top to bottom by the driver's feet to emit respective electrical control signals which in this case are received by the control unit ECU.
[0069] Clearly, therefore, the at least one further command is one of the two commands 14 , 15 of the command device 12 .
[0070] The signal emitted by the control unit 14, i.e. in this case by the right pedal, is configured to increase the steering angle. In other words, the control unit ECU receives the signal emitted by the command 14 and consequently commands the steering device SD to increase the steering angle.
[0071] The signal emitted by the control 14 is a function of the movement of the control 14 and indicates an increase in the set steering angle. The control unit ECU therefore increases the steering angle by the increment indicated by the signal emitted by the command 14.
[0072] Preferably, the steering angle increases proportionally to the depression of the control 14 .
[0073] The signal emitted by the control unit 15, i.e. in this case the left pedal, is configured to decrease the steering angle. In other words, the control unit ECU receives the signal emitted by the command 15 and consequently commands the steering device SD to decrease the steering angle.
[0074] The signal emitted by the control 15 is a function of the movement of the control 15 and indicates the reduction in the steering angle to be set. The control unit ECU therefore reduces the steering angle corresponding to the reduction indicated by the signal emitted by the command 15.
[0075] Preferably, the steering angle decreases in proportion to the depression of the control 15 .
[0076] Obviously, the speed of increase and decrease of the steering angle can be adjusted via the controls 14, 15, in particular proportional to the speed of depression of the same controls 14, 15.
[0077] All of this can be valid according to both the first and second examples above.
[0078] In the first example, the operation of the controls 14, 15 determines the steering angle and possibly its rate of change, while the operation of the control 13 simply determines the effect of the steering. Indeed, in the first example, the increase and decrease of the steering angle starts from zero steering angle.
[0079] Advantageously, increasing and decreasing the steering angle via commands 14, 15 is only allowed or performed when steering is enabled via command 13, i.e. in other words via the relative electrical control signal. This can mean that the signals emitted by controls 14, 15 are configured to increase and decrease the steering angle when steering is enabled via control 13, i.e. in other words via the associated electrical control signal, or that the unit control unit ECU is configured to command the steering device SD in a manner corresponding to the signals received from commands 14, 15 when it has enabled steering in accordance with the signals received from command 13.
[0080] In a second example, the operation of the controls 14, 15 determines an increase and a decrease, respectively, of the steering angle set by the control 13.
[0081] Advantageously, increasing and decreasing the steering angle via the controls 14, 15 is only allowed or performed if the magnitude of the steering angle set via the control 13 is greater than a predefined threshold, for example between 10° and 20°. This can mean that the signals emitted by the controls 14, 15 are configured to increase and decrease the steering angle if the steering angle set via or indicated by the control 13 is greater than a pre-established threshold, or that the control unit ECU is configured to command the steering device SD if, in response to the signals received by the commands 14, 15, it determines that the steering angle indicated or set by the command 13 is higher than a pre-established threshold in the module.
[0082] Obviously, the controls 14, 15 can be different from the pedals described above and can be combined into a single control such as a lever or bidirectional slide, while maintaining the above-described functionality of increasing and decreasing steering angle in response to command movement.
[0083] Thus, the controls 14, 15 can be combined into a single mobile control to emit relative electrical control signals configured to increase and / or decrease the steering angle, in particular as a function of the movement of the control.
[0084] In effect, the controls 14, 15 are used to make finer adjustments to the steering of the vehicle 1 that are already more coarsely adjusted or activated by the commands 13. In other words, the controls 14, 15 serve to make more dynamic adjustments to the steering or to add degrees of freedom to the steering adjustments.
[0085] Furthermore, the seat 10 comprises a control device 16 configured to emit at least one electrical control signal configured to accelerate the vehicle 1 .
[0086] In other words, the electrical control signals are configured to perform a function or functions defined to accelerate the vehicle 1.
[0087] More precisely, the control device 16 comprises a control 17, in particular a slide control, configured to emit a first electrical control signal adapted to accelerate the vehicle 1.
[0088] In other words, the first electrical control signal is configured to perform a function or functions defined to accelerate the motor vehicle 1.
[0089] The control 17 is in particular positioned so that the driver sitting in the seat 10 can reach it and operate it with one hand, in particular the left hand.
[0090] Thus, the controls 13 and 17 are located on either side of the seat 10 in relation to the Y axis, ie, on the right and left, respectively, of a driver seated in the seat 10 .
[0091] In other words, the control unit ECU receives the signal emitted by the command 17 and consequently commands the propulsion unit MD to accelerate the vehicle 1 .
[0092] The signal emitted by the command 17 is a function of the movement of the command 17, in particular the direction of movement of the command 17. Furthermore, the signal emitted by the command 17 indicates the required acceleration of the vehicle 1. The control unit ECU therefore sets the acceleration indicated by the signal emitted by the command 17.
[0093] The operating mechanism 17 is coupled to the frame 11 so as to slide in a plane, or more precisely along a direction belonging to the plane, although this is not strictly necessary, as the control 17 can also slide along a direction that is not in a single plane.
[0094] In particular, the plane in which the drive 17 travels is transverse, or more precisely orthogonal, to the plane in which the drive 13 rotates. In particular, the plane in which the commands 17 are executed is defined by the X and Z axes.
[0095] The direction in which the command 17 is executed has at least one non-zero component along the axis X and can be linear or curved.
[0096] The sliding of the command 17 can therefore be represented by a linear or curvilinear abscissa. The control 17 has a rest position which corresponds to zero acceleration of the vehicle 1 and which is identified for example by a zero linear or curvilinear abscissa.
[0097] More generally, the control 17 may differ from that described, so the sliding direction can be replaced with a general pre-established direction of movement, in other words, the control 17 is generally movable to emit a relative electrical control signal.
[0098] Preferably, the acceleration of the vehicle 1 or the acceleration indicated by the signal emitted by the control unit 17 increases proportionally to the abscissa of the line or curve, i.e., proportionally to the movement of the control unit 17 from its rest position along the sliding direction of the control unit 17.
[0099] Alternatively, or more preferably in addition, the control device 16 comprises a control unit 14 which performs the function of the accelerator pedal 7 in this context by emitting a corresponding electrical control signal configured to accelerate the vehicle 1.
[0100] Obviously, the control device 16 may include a separate and independent control unit relative to the control unit 14, for example, the same as or different from the control unit 14.
[0101] Thus, implicitly, the control device 16 includes at least one or further commands for emitting at least one or further electrical control signals configured to accelerate the vehicle 1, in this case in coordination with the signal emitted by command 17.
[0102] Acceleration of the vehicle 1 by the control unit 14 occurs in particular only when the steering angle of the vehicle 1 is less than the predetermined threshold value mentioned above in the module, ie when the vehicle 1 is traveling substantially along a straight line.
[0103] In other words, the signal emitted by command 14 is configured to accelerate vehicle 1 when, for example, the steering angle set by command 13 is smaller than the aforementioned preset threshold, or when the control unit ECU determines that the steering angle indicated by or set by command 13 has a lower modulus at the preset threshold, the control unit ECU is configured to instruct the propulsion unit MD to accelerate vehicle 1 corresponding to the signal received by command 14.
[0104] Preferably, according to a third example, and in particular independently of the other examples, the signal emitted by the command 17 can be configured to set or request a base acceleration value for the motor vehicle 1 .
[0105] As already mentioned, the base acceleration value can be set proportionally to the abscissa of the line or curve of the command 17 .
[0106] In other words, the control unit ECU receives the signal emitted by the command 17 and consequently commands the propulsion unit MD to set a corresponding acceleration value.
[0107] Correspondingly, the signal emitted by command 14 is configured to increase the acceleration value set by command 17. The activation of command 14 therefore determines the increase of the acceleration value set by command 17. In other words, the control unit ECU receives the signal emitted by command 14 and consequently commands the propulsion unit MD to increase the acceleration value set by command 17.
[0108] Preferably, the acceleration value increases proportionally with the pressing of command 14 .
[0109] Alternatively, according to a fourth example, and in particular independently of the other examples, the signal emitted by command 17 can also be configured, similar to the first example for command 13, only to enable acceleration of the vehicle via command 14 (i.e., in other words, to enable the function of accelerating vehicle 1). In other words, the control unit ECU is configured to instruct the propulsion unit MD to enable acceleration of vehicle 1 via command 14 in response to receiving the signal emitted by command 17.
[0110] In this case, the control 17 emits a signal when the same control 17 is moved from its rest position according to its sliding direction. In fact, the command 17 behaves in this case as an on-off type command.
[0111] In this case too, the signal emitted by command 14 is configured to increase the acceleration value of vehicle 1, where the increase in acceleration value starts from a null value. Thus, the activation of command 14 determines the acceleration value, while the activation of command 17 determines the mere activation of the acceleration by command 14.
[0112] In other words, the control unit ECU receives the signal emitted by the command 14 and consequently commands the propulsion unit MD to increase the value of acceleration enabled by the command 17 .
[0113] The signal emitted by the control 14 is a function of the movement of the control 14 and indicates the acceleration to be set. The control unit ECU therefore sets the acceleration of the vehicle 1 corresponding to the acceleration indicated by the signal emitted by the command 14.
[0114] Preferably, the commanded or set acceleration increases proportionally to the depression of the control 14 .
[0115] Preferably, the control device 16, and more particularly the control unit 17, is also configured to emit electrical control signals configured to brake or slow down the vehicle 1.
[0116] In other words, the electrical control signals are configured to perform a function or functions, the function being defined to brake or slow down the vehicle 1 .
[0117] Obviously, the seat 10 may also be provided with a further control device which, unlike the control device 16, is configured to brake or slow down the vehicle 1 exactly as would occur via the control device 16, without loss of generality.
[0118] More specifically, the control unit 17 emits a signal to brake the vehicle 1 when the vehicle travels along a direction opposite to the above-mentioned direction in order to accelerate the vehicle 1 starting from a rest position.
[0119] Thus, the signal emitted by the command 17 indicates the direction of movement of the command 17. The control unit ECU therefore commands the propulsion unit MD and the braking unit BD respectively when the signal received from the command 17 indicates one or the other direction of movement of the command 17.
[0120] However, this is not necessary, as the control device 16 or other control device may have included a dedicated command to emit a signal configured to brake or slow down the vehicle 1.
[0121] The sliding of the control unit 17 along the aforementioned opposite direction can also be represented in this case by a straight or curved abscissa starting from a rest position corresponding to zero acceleration or zero deceleration of the vehicle 1 and can be identified, for example, by no straight or curved abscissa.
[0122] Preferably, the deceleration of the vehicle 1 increases proportionally to the abscissa of the line or curve, i.e. proportionally to the movement of the control 17 from the rest position along the aforementioned opposite direction.
[0123] More preferably, in the case of a sliding speed higher than the aforementioned predetermined speed threshold in the opposite direction, i.e. in the case of a strong jerk of the control unit 17, the control unit 17 is configured to emit a further electrical control signal configured to activate emergency braking. In other words, the control unit ECU is configured to command the brake group BD to activate emergency braking when it receives the further electrical control signal.
[0124] Alternatively, or more preferably in addition, the control device 16 comprises a control unit 15 which performs the function of the brake pedal 8 in this context by emitting a corresponding electrical control signal configured to brake the vehicle 1.
[0125] Obviously, the control device 16 may comprise a separate and independent control section relative to the control section 15, for example the same as or different from the control section 15.
[0126] Thus, implicitly, the control device 16 includes at least one or further commands for emitting at least one or further electrical control signals configured to brake or slow down the vehicle 1, in this case in coordination with the signal emitted by command 17.
[0127] The deceleration of the vehicle 1 by the control unit 15 is in particular only performed when the steering angle of the vehicle is below the aforementioned predetermined threshold value for the steering angle, i.e. when the vehicle 1 is traveling substantially along a straight line.
[0128] In other words, the signal emitted by command 15 is configured to decelerate vehicle 1 when, for example, the steering angle set by command 13 is smaller in magnitude than the aforementioned preset threshold value, or when the control unit ECU is configured to control the braking unit BD to decelerate vehicle 1 corresponding to the signal received by command 15 when the control unit ECU determines that the steering angle indicated by or set by command 13 has a lower modulus at the preset threshold value.
[0129] Preferably, according to a fifth example, and in particular independently of the other examples, the signal emitted by the command 17 can be configured to set or request a base deceleration value for the vehicle 1 .
[0130] As already mentioned, the basic deceleration value can be set proportionally to the abscissa of the straight or curved line of the control 17, in the opposite direction as previously mentioned.
[0131] In other words, the control unit ECU receives the signal emitted by the command 17 and consequently commands the braking unit BD to set a corresponding deceleration value.
[0132] Correspondingly, the signal emitted by command 15 is configured to increase the deceleration value set by command 17. Thus, the activation of command 15 determines the increase of the deceleration value set by command 17. In other words, the control unit ECU receives the signal emitted by command 15 and consequently commands the braking unit BD to increase the deceleration value set by command 17.
[0133] Preferably, the deceleration value is increased proportionally with the pressing of command 15 .
[0134] Alternatively, according to a sixth example, and in particular independently of the other examples, the signal emitted by command 17 can also be configured only to enable deceleration of the vehicle (i.e., in other words, the function of slowing down vehicle 1) via command 15, similar to the first example for command 13. In other words, the control unit ECU is configured to control the braking unit BD to enable deceleration of vehicle 1 via command 17 in response to receiving the signal emitted by command 15.
[0135] In this case, the control 17 emits a signal when the same control 17 is moved from the rest position according to said opposite sliding direction. In fact, the command 17 behaves in this case as an on-off type command.
[0136] Again, the signal emitted by command 15 is configured to increase the deceleration value of vehicle 1, where the increase in deceleration value starts from a null value. Thus, the activation of command 15 determines the deceleration value, while the activation of command 17 simply determines the activation of the deceleration by command 15.
[0137] In other words, the control unit ECU receives the signal emitted by command 15 and consequently commands the braking unit BD to increase the value of the deceleration enabled by command 17 .
[0138] The signal emitted by the control unit 15 is a function of the movement of the control unit 15 and indicates the deceleration to be set. The control unit ECU therefore sets the deceleration of the vehicle 1 corresponding to the deceleration indicated by the signal emitted by the command 15.
[0139] Preferably, the commanded or set deceleration rate increases proportionally with depression of control 15 .
[0140] Obviously, the operation of the controls 14, 15 can be combined with the operation of the control 17 for each of the sliding directions, or more generally for each of the movement directions.
[0141] In other words, the signal emitted by command 15 is configured to decrease the acceleration value set by command 17 .
[0142] Similarly, the signal emitted by command 14 is configured to decrease the deceleration value set by command 17 .
[0143] Thus, the control unit ECU receives the signal emitted by the command 14 and, as a result, based on how the command 17 was activated, or more precisely depending on the sliding direction following the command 17, can command the propulsion unit MD to increase the acceleration value or decrease the deceleration value set by the command 17, respectively.
[0144] Likewise, the control unit ECU receives the signal emitted by command 15 and, as a result, depending on how command 17 is activated, or more precisely depending on the sliding direction following command 17, can command the braking unit BD to increase the deceleration value or decrease the acceleration value set by command 17, respectively.
[0145] If the control unit 17 moves in a direction that accelerates the vehicle 1, the control unit ECU determines this from the signal emitted by the control unit 17 indicating the sliding direction of the control unit 17. The control unit ECU then receives the signal emitted by the command 15 and sets the decrease in acceleration indicated by this latter received signal.
[0146] If the control 17 is moved in a direction that slows down the vehicle 1, the control unit ECU determines this from the signal emitted by the control 17 indicating the sliding direction of the control 17. The control unit ECU then receives the signal emitted by the command 14 and sets the increase in acceleration indicated by this received signal.
[0147] Obviously, as already mentioned, the controls 14, 15 can be different from the pedals described above or can be combined into a single control such as a lever or bidirectional slide while maintaining the above-described functionality of increasing and decreasing the acceleration or deceleration of the vehicle 1.
[0148] In effect, the controls 14, 15 are used to more finely adjust the advance and braking of the vehicle 1 that have already been more coarsely adjusted or enabled via the control 17. In other words, the controls 14, 15 serve for a more dynamic adjustment of the advance and braking of the vehicle 1 or for adding degrees of adjustment freedom.
[0149] Based on the above, the control devices 12, 16 or the seat 10 and the control unit ECU form part of a control assembly for driving a motor vehicle.
[0150] In particular, the control unit ECU implements a method for controlling the motor vehicle 1 .
[0151] From the above, the advantages of the sheet 10 according to the present invention are clear.
[0152] The driver can easily operate the vehicle 1 by steering, accelerating, and braking from a natural position on the seat 10, since the controls 12, 16 are positioned relative to the driver's hands and feet.
[0153] In fact, the driver can take a comfortable and relaxed position on the seat 10 while still being able to drive the vehicle 1 without necessarily having to stretch his legs to reach the accelerator pedal 7 and the brake pedal 8 or stretch his arms to reach the steering wheel 5.
[0154] Furthermore, the controls 13, 14, 15, and 17 allow for full coordination of the steering, braking, and forward movement of the vehicle 1, even though this provides more freedom than control of the vehicle 1 via the steering wheel 5, accelerator pedal 7, and brake pedal 8.
[0155] In effect, commands 14, 15 overlap with commands 13, 17. In this way, controls 13, 17 and controls 14, 15 can be used for coarser and finer adjustment of the steering, braking and forward motion of vehicle 1, respectively.
[0156] Finally, it is clear that modifications and variations may be made to the sheet 4 according to the invention without departing from the scope of protection defined by the claims.
[0157] In particular, each of the controls 13, 14, 15, 17 can be replaced with other types of controls, including levers, touchpads, rods, knobs, buttons, and the like.
[0158] Furthermore, each of the controls 13, 14, 15, 17 can be more generally coupled to the frame of the motor vehicle 1, for example the door frame or central tunnel, provided that they are located within an area associated with the seat 10, i.e., so that the driver can reach and operate them from his seated position on the seat 10.
[0159] In other words, the seat 10 should not necessarily be understood as a simple seat, but should in some cases be understood as a generalized seat that also includes a portion of the frame of the automobile 1. For example, the frame 11 can be a portion of the frame of the automobile 1. For example, the frame 11 can be fixed to the frame of the automobile 1.
[0160] More specifically, the functionality of command 13 can be attributed to command 17, just as the functionality of command 17 can be attributed to command 13.
[0161] Furthermore, all of the described examples can be combined with each other to form other examples that form part of this specification.
[0162] As used herein, the terms braking and deceleration are interchangeable.
[0163] Further examples that are supported by the above and that can be fully combined or integrated with the above are listed below in the form of numbered paragraphs ordered according to their numbering.
[0164] Item 1: A motor vehicle seat 10 for a driver of a motor vehicle 1, the seat (10) comprising a frame (11) and one or more controls (12, 13, 14, 15, 16, 17) coupled to the frame (11) so as to be movable relative to the frame (11) and manually operable by the driver to emit electrical control signals configured to drive the motor vehicle (1) in response to movement of the one or more controls (12, 13, 14, 15, 16, 17) relative to the frame (11).
[0165] Item 2: A seat as described in Item 1, wherein one or more control devices 12, 13, 14, 15, 16, 17 include a first control device 12 configured to emit at least a first electrical control signal among the electrical control signals, and the first electrical control signal is configured to steer the vehicle 1.
[0166] Item 3: A seat as described in Item 2, wherein the first control device 12 comprises a joystick 13 movable along at least a first plane to emit a first electrical control signal, the first electrical control signal being configured to at least enable steering of the vehicle 1 or set a steering angle.
[0167] Item 4: A seat as described in Item 3, wherein the first control device 12 further comprises first and second pedals 14, 15 that can be pressed from top to bottom by the driver's feet to respectively emit second and third control signals among the electrical control signals, and the second and third electrical control signals are configured to increase and decrease the steering angle, respectively.
[0168] Clause 5: A seat as described in any one of the preceding clauses, wherein one or more control devices 12, 13, 14, 15, 16, 17 comprise a second control device 16 configured to emit a fourth electrical control signal of at least one of the electrical control signals, the fourth electrical control signal being configured to accelerate the vehicle 1.
[0169] Item 6: A seat as described in Item 5, wherein the second control device 16 includes a third pedal 14 that can be pressed down by the driver's foot, and / or a first slide control unit 17 that slides along a second plane to emit a fourth electrical control signal.
[0170] Clause 7: A seat according to any one of the preceding clauses, wherein the one or more control devices 12, 13, 14, 15, 16, 17 comprise a third control device 16 configured to emit a fifth electrical control signal of at least one of the electrical control signals, the fifth electrical control signal being configured to brake the vehicle.
[0171] Item 8: A seat as described in Item 7, wherein the third control device 16 includes a fourth pedal 15 that can be pressed down by the driver's foot, and / or a second slide control unit 17 that slides along a second plane to emit a fifth electrical control signal.
[0172] Item 9: A control assembly for a motor vehicle 1, comprising a seat 10 as described in any one of the preceding items and a control unit ECU configured to receive an electrical control signal and control the motor vehicle 1 in accordance with the received electrical control signal.
[0173] Item 10: A motor vehicle 1 including the control assembly according to item 9.
Claims
1. An automobile seat (10) for the driver of an automobile (1), wherein the seat (10) comprises a frame (11) and one or more control devices (12, 13, 14, 15, 16, 17), the control devices (12, 13, 14, 15, 16, 17) are movably coupled to the frame (11) and can be manually operated by the driver to emit electrical control signals configured to drive the automobile (1) in accordance with the movement of the control devices (12, 13, 14, 15, 16, 17) relative to the frame (11).
2. The seat according to claim 1, wherein the one or more control devices (12, 13, 14, 15, 16, 17) comprises a first control device (12, 16) configured to emit at least a first electrical control signal from among the electrical control signals, the first electrical control signal being configured for a function defined by one of steering the automobile (1), accelerating the automobile (1), and decelerating the automobile (1).
3. The seat according to claim 2, wherein the function is defined by steering the automobile (1), the first control device (12) comprises a first command (13) movable to radiate the first electrical control signal, the first electrical control signal is configured to at least enable steering of the automobile (1) or to set a steering angle, and the first control device (12) further comprises first and second pedals (14, 15) that can be pressed from above and below by the driver's foot to radiate second and third electrical control signals of the electrical control signal, respectively, the second and third electrical control signals are configured to increase and decrease the steering angle, respectively.
4. The first control device (12, 16) A first command (13, 17) movable to radiate the first electrical control signal, wherein the first electrical control signal is configured to enable the function, The seat according to claim 2, comprising: at least one second command (14, 15) movable to radiate at least one second electrical control signal from among the aforementioned electrical control signals, wherein the second electrical control signal is configured to increase or decrease the steering angle or acceleration value of the vehicle (1) or the deceleration value of the vehicle (1), respectively, when the function is enabled by the first command (13, 17) and the function is defined by steering, acceleration, or deceleration.
5. The first control device (12, 16) A first command (13, 17) movable to radiate the first electrical control signal, wherein the first electrical control signal is configured to set the steering angle or acceleration value or the deceleration value of the vehicle (1), respectively, when the function is defined by steering, acceleration, or deceleration. The seat according to claim 2, comprising at least one second command (14, 15) movable to radiate at least one second electrical control signal from among the aforementioned electrical control signals, wherein the second electrical control signal is configured to increase or decrease the steering angle or acceleration value or the deceleration value of the vehicle (1) set via the first command (13, 17).
6. The seat according to any one of claims 3 to 5, wherein the first control device (12) is defined by a joystick (13) that is movable at least along a first plane to emit the first electrical control signal.
7. The seat according to claim 4 or 5, wherein the second command (14, 15) is one of the first and second pedals (14, 15) which form part of the first control device (12), and the first and second pedals (14, 15) can be pressed from above by the driver's foot to radiate the second and third electrical control signals of the electrical control signals, respectively, and the second and third electrical control signals are configured to increase and decrease the steering angle or the acceleration value or the deceleration value, respectively, when the function is defined by steering, acceleration or deceleration, respectively.
8. The seat according to claim 1, wherein one or more control devices (12, 13, 14, 15, 16, 17) includes a second control device (16) configured to emit at least one fourth electrical control signal from among the electrical control signals, and the fourth electrical control signal is configured to accelerate the automobile (1).
9. The seat according to claim 8, wherein the second control device (16) comprises a third pedal (14) that can be pressed down from above by the driver's foot, and / or a first slide control unit (17) that slides along a second plane to emit the fourth electrical control signal.
10. The seat according to claim 1, wherein one or more control devices (12, 13, 14, 15, 16, 17) includes a third control device (16) configured to emit at least one fifth electrical control signal from among the electrical control signals, and the fifth electrical control signal is configured to brake the automobile.
11. The seat according to claim 10, wherein the third control device (16) comprises a fourth pedal (15) that can be pressed down from above by the driver's foot, and / or a second slide control unit (17) that slides along a second plane to emit the fifth electrical control signal.
12. A control assembly for an automobile (1), comprising: a seat (10) as described in claim 1; and a control unit (ECU) configured to receive an electrical control signal and control the automobile (1) according to the received electrical control signal.
13. An automobile (1) comprising the control assembly according to claim 12.