control device

Abstract

This enables the detection of abnormalities in the tilting mechanism. [Solution] The control device determines that the tilting mechanism is abnormal if the vehicle-side signal strength, which is the signal strength at a predetermined frequency in the frequency spectrum of the detected value of the vehicle acceleration sensor, is within a first range, and the ratio or difference between the vehicle-side signal strength and the seat-side signal strength, which is the signal strength at a predetermined frequency in the frequency spectrum of the detected value of the seat acceleration sensor, or the ratio or difference between the detected value of the vehicle acceleration sensor and the detected value of the seat acceleration sensor is outside a second range.

Description

Technical Field

[0001] The present disclosure relates to a control device.

Background Art

[0002] Conventionally, a tilting device has been proposed that includes a sensor installed on a vehicle body and detecting tilt and acceleration, and a tilting mechanism that tilts a seat with respect to the vehicle body based on detection signals of tilt and acceleration from the sensor (see, for example, Patent Document 1). By including such a tilting mechanism, this tilting device can automatically adjust the tilt of the seat with respect to the vehicle body.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In a vehicle equipped with a tilting device as described above, the tilting mechanism may develop abnormalities such as distortion and loosening due to aging deterioration or the like. However, a method for detecting abnormalities in the tilting mechanism has not been established so far. The main object of the control device of the present disclosure is to enable detection of abnormalities in the tilting mechanism.

Means for Solving the Problems

[0005] To achieve the main objective described above, the control device of this disclosure employs the following means. The control device of this disclosure is mounted on a vehicle comprising: a vehicle acceleration sensor mounted on the vehicle body for detecting the acceleration of the vehicle; a seat for an occupant to sit on; a tilting mechanism capable of changing the seat angle, including the roll angle and / or pitch angle of the seat relative to the vehicle body; and a seat acceleration sensor mounted on the seat for detecting the acceleration of the seat. The gist of the control device is that if the vehicle-side signal intensity, which is the signal intensity at a predetermined frequency in the frequency spectrum of the detected value of the vehicle acceleration sensor, is within a first range, and the ratio or difference between the vehicle-side signal intensity and the seat-side signal intensity, which is the signal intensity at the predetermined frequency in the frequency spectrum of the detected value of the seat acceleration sensor, or the ratio or difference between the detected value of the vehicle acceleration sensor and the detected value of the seat acceleration sensor, is outside a second range, the tilting mechanism is determined to be abnormal.

[0006] In the control device of this disclosure, if the vehicle-side signal strength, which is the signal strength at a predetermined frequency in the frequency spectrum of the detected value of the vehicle acceleration sensor, is within a first range, and the ratio or difference between the vehicle-side signal strength and the seat-side signal strength, which is the signal strength at a predetermined frequency in the frequency spectrum of the detected value of the seat acceleration sensor, or the ratio or difference between the detected value of the acceleration sensor and the detected value of the seat acceleration sensor, is outside a second range, then it is determined that the tilting mechanism is abnormal. In this way, an abnormality in the tilting mechanism can be detected. When an abnormality in the tilting mechanism is detected in this way, the occupant may be notified of this fact by a notification means. In this way, the occupant can be aware of the abnormality in the tilting mechanism. [Brief explanation of the drawing]

[0007] [Figure 1] This is a schematic diagram of a vehicle equipped with the control device according to the embodiment of the disclosure. [Figure 2] This is a flowchart showing an example of a processing routine. [Modes for carrying out the invention]

[0008] Embodiments for implementing this disclosure will be described with reference to the drawings. Figure 1 is a schematic diagram of a vehicle 10 equipped with a control device according to an embodiment of this disclosure. The vehicle 10 can be configured as an engine-powered vehicle equipped only with an engine as a power source, a hybrid vehicle equipped with an engine and a motor as a power source, or an electric vehicle or fuel cell vehicle equipped only with a motor as a power source. As shown in the figure, the vehicle 10 includes a seat (driver's seat) not shown for the driver, seats 12 (passenger seat and rear seat) for passengers other than the driver, a tilting mechanism 14, and an electronic control unit (ECU) 40 as a control device.

[0009] The seat 12 is positioned relative to the bottom of the vehicle body via a tilting mechanism 14. The tilting mechanism 14 is configured to change the seat angle (roll angle and pitch angle) of the seat 12 relative to the bottom of the vehicle body. The tilting mechanism 14 comprises a pair of first guide rails 15, a pair of second guide rails 16, a first drive unit 17, and a second drive unit 18. The pair of first guide rails 15 are spaced apart in the longitudinal direction of the vehicle 10 and extend in a convex arc shape along the lateral direction of the vehicle 10 and downward (towards the bottom of the vehicle body). Both ends of the pair of first guide rails 15 are fixed to the bottom of the vehicle body via support units. The pair of second guide rails 16 are spaced apart in the lateral direction of the vehicle 10 and extend in a convex arc shape along the longitudinal direction of the vehicle 10 and downward (towards the bottom of the vehicle body). The pair of first guide rails 15 and the pair of second guide rails 16 intersect each other in a grid shape when viewed from above. A first slider is connected to the second guide rail 16, and the first slider is slidably supported by the first guide rail. In addition, second sliders are connected to both the left and right sides of a frame fixed to the underside of the bottom of the seat 12, and the second sliders are slidably supported by the second guide rail 16. Therefore, the seat 12 can move in the front-rear direction along the second guide rail 16 via the second slider (the pitch angle can be changed). The second guide rail 16 and the seat 12 can move in the left-right direction along the first guide rail 15 via the first slider (the roll angle can be changed). The first drive unit 17 comprises a first motor and a first transmission mechanism connected to the first motor and also connected to the frame described above. The first drive unit 17 changes the roll angle of the seat 12 by moving the frame and the second guide rail 16 in the left-right direction along the first guide rail 15 as the first motor rotates. The second drive unit 18 comprises a second motor and a second transmission mechanism connected to the second motor and also to the frame. The second drive unit 18 changes the pitch angle of the seat 12 by moving the frame in the front-rear direction along the second guide rail 16 as the second motor rotates.Furthermore, the tilting mechanism 14 is not limited to such a mechanism, specifically a mechanism comprising a pair of first guide rails 15, a pair of second guide rails 16, a first drive unit 17, and a second drive unit 18, but any mechanism capable of changing the seat angle (roll angle and pitch angle) is acceptable.

[0010] The ECU40 is equipped with a microcomputer having a CPU, ROM, RAM, flash memory, input / output ports, and communication ports, as well as various drive circuits and various logic ICs. Signals from various sensors are input to the ECU40. Examples of these sensors include a vehicle acceleration sensor 20 that detects the lateral, longitudinal, and vertical acceleration of the vehicle 10 (vehicle body), a vehicle tilt angle sensor 22 that detects the lateral and longitudinal tilt angles of the vehicle 10, and a vehicle angular velocity sensor 24 that detects the lateral and longitudinal angular velocity of the vehicle 10 (corresponding to the rate of change of tilt angle per unit time). Other examples include a seat acceleration sensor 30 that detects the lateral, longitudinal, and vertical acceleration of the seat 12, a seat tilt angle sensor 32 that detects the seat angle (roll angle and pitch angle), which is the lateral and longitudinal tilt angle of the seat 12 relative to the vehicle 10, and a seat angular velocity sensor 34 that detects the lateral and longitudinal angular velocity of the seat 12 relative to the vehicle body (corresponding to the rate of change of seat angle per unit time, roll angular velocity and pitch angular velocity). Other examples include a first motor sensor that detects the rotation angle of the first motor of the first drive unit 17, and a second motor sensor that detects the rotation angle of the second motor of the second drive unit 18. Other examples include an accelerator pedal position sensor that detects the amount the accelerator pedal is pressed, a brake pedal position sensor that detects the amount the brake pedal is pressed, a vehicle speed sensor that detects the vehicle speed, a steering angle sensor that detects the steering angle of the steering wheel, and a GPS that detects the current position of the vehicle 10. The vehicle acceleration sensor 20, the vehicle tilt angle sensor 22, and the vehicle angular velocity sensor 24 are mounted on the vehicle body, for example, on the underside of the vehicle body below the seat 12, while the seat acceleration sensor 30, the seat tilt angle sensor 32, and the seat angular velocity sensor 34 are mounted on the seat 12. Various control signals are output from the ECU 40. For example, control signals are output from the ECU 40 to the first drive unit 17 and the second drive unit 18. The ECU 40 communicates with the navigation system. The navigation system includes a storage device, a display device, and a processing device. The storage device stores various programs and map information. The display device displays various types of information. The processing device performs various types of processing.For example, when a destination is set by the occupant, the processing unit sets a route to the destination based on the destination, the vehicle's current location, and map information, and displays the set route on the display device to provide route guidance.

[0011] In the vehicle 10 of this embodiment, seat angle control is performed to control the seat angle (roll angle and pitch angle) of the seat 12 relative to the bottom of the vehicle body. In seat angle control, a seat angle requirement value (roll angle requirement value and pitch angle requirement value) is set based on at least a portion of the detected values ​​of the vehicle acceleration sensor 20, seat acceleration sensor 30, accelerator pedal position sensor, brake pedal position sensor, steering angle sensor, etc. Then, the tilting mechanism 14 is controlled so that the seat angle (roll angle and pitch angle) becomes the seat angle requirement value based on at least a portion of the detected values ​​of the vehicle tilt angle sensor 22, vehicle angular velocity sensor 24, seat tilt angle sensor 32, seat angular velocity sensor 34, and the seat angle requirement value. The seat angle requirement value is set, for example, as follows. In the case of driving on an incline or uneven road, the seat angle requirement value is set to a horizontal angle (direction perpendicular to the vertical direction), regardless of the tilt angle of the vehicle 10 in the left-right or front-rear direction. In an accelerating state where the accelerator pedal is fully depressed (vehicle 10 is accelerating), the seat angle requirement is set to an angle at which seat 12 tilts forward. In a decelerating state where the brake pedal is depressed while vehicle 10 is moving (vehicle 10 is decelerating), the seat angle requirement is set to an angle at which seat 12 tilts backward. In a turning state where vehicle 10 is turning, the seat angle requirement is set to an angle at which seat 12 tilts inward. If multiple of these states overlap, the seat angle requirement is set to an angle that corresponds to one of the states or to some extent to multiple states.

[0012] Next, the operation of the vehicle 10 in the embodiment, in particular, the operation when determining whether or not the tilting mechanism 14 is abnormal, will be described. Figure 2 is a flowchart showing an example of a processing routine that is repeatedly executed when the ECU 40 does not detect an abnormality in the tilting mechanism 14.

[0013] When the processing routine shown in Figure 2 is executed, the ECU 40 first receives the vehicle acceleration signal Av from the vehicle acceleration sensor 20 and the seat acceleration signal As from the seat acceleration sensor 30 (step S100). Here, the vehicle acceleration signal Av and the seat acceleration signal As use the vertical acceleration of the vehicle 10 (bottom of the vehicle body) and the seat 12. However, it is not limited to this. For example, the vehicle acceleration signal Av and the seat acceleration signal As may use the lateral acceleration or longitudinal acceleration of the vehicle 10 and the seat 12.

[0014] Next, the frequency spectrum fv of the vehicle acceleration signal Av is calculated (step S110), the signal intensity fv1 at a predetermined frequency f1 is extracted from the calculated frequency spectrum fv (step S120), and the extracted signal intensity fv1 at the predetermined frequency f1 is compared with a threshold fv11 and a larger threshold fv12 (step S130). Here, the frequency spectrum fv is obtained, for example, by applying a Fast Fourier Transform to the vehicle acceleration signal Av. The predetermined frequency f1 is a frequency at which the effects of abnormalities such as distortion or loosening in the tilting mechanism 14 due to aging deterioration of the tilting mechanism 14 are likely to appear, and is predetermined by experimentation or analysis. The thresholds fv11 and fv12 are thresholds for determining whether the preconditions for determining whether or not abnormalities such as distortion or loosening have occurred in the tilting mechanism 14 are met, and are predetermined by experimentation or analysis.

[0015] If, in step S130, the signal intensity fv1 of a predetermined frequency f1 in the frequency spectrum fv of the vehicle acceleration signal Av is less than or equal to the threshold fv11 or greater than or equal to the threshold fv12, it is determined that the precondition is not met, and this routine terminates.

[0016] In step S130, if the signal intensity fv1 at a predetermined frequency f1 in the frequency spectrum fv of the vehicle acceleration signal Av is greater than the threshold fv11 and less than the threshold fv12, it is determined that the precondition is met. Next, the frequency spectrum fs of the seat acceleration signal As is calculated (step S140), and the signal intensity fs1 at the predetermined frequency f1 is extracted from the calculated frequency spectrum fs (step S150). Here, the frequency spectrum fs is obtained, for example, by applying a Fast Fourier Transform to the seat acceleration signal As.

[0017] Then, the signal intensity fv1 at a predetermined frequency f1 in the frequency spectrum fv of the vehicle acceleration signal Av is divided by the signal intensity fs1 at a predetermined frequency f1 in the frequency spectrum fs of the seat acceleration signal As to calculate the degree of vibration transmission Ct from the bottom of the vehicle body to the seat 12 via the tilting mechanism 14 (step S160), and the calculated degree of vibration transmission Ct is compared with threshold Ct1 and a larger threshold Ct2 (step S170). Here, thresholds Ct1 and Ct2 are thresholds used to determine whether or not there is an abnormality such as strain or loosening in the tilting mechanism 14, and are predetermined by experiments or analyses.

[0018] In step S180, if the vibration transmission degree Ct is greater than threshold Ct1 and less than threshold Ct2, the tilting mechanism 14 is determined to be normal (step S180), and this routine is terminated. On the other hand, if the vibration transmission degree Ct is less than or equal to threshold Ct1 or greater than or equal to threshold Ct2, the tilting mechanism 14 is determined to be abnormal (step S190), and this routine is terminated. In this way, abnormalities in the tilting mechanism 14 can be detected.

[0019] If an abnormality in the tilting mechanism 14 is detected, the seat angle control may be stopped. This prevents the seat angle (roll angle and pitch angle) from becoming inappropriate and reduces the comfort of the occupants. The abnormality in the tilting mechanism 14 may also be notified to the occupants by illuminating a warning light, displaying a message on a display device (for example, the display device of the navigation system or the display device of the instrument panel), or outputting an audio message through the speaker. This allows the occupants to be aware of the abnormality in the tilting mechanism 14. In addition to notifying the occupants of the abnormality in the tilting mechanism 14, the occupants may also be encouraged to have the tilting mechanism 14 repaired at a dealer or other service center. This promotes the repair of the tilting mechanism 14.

[0020] As described above, in the ECU 40 mounted on the vehicle 10 of the embodiment, if the signal intensity fv1 of a predetermined frequency f1 in the frequency spectrum fv of the vehicle acceleration signal Av is greater than threshold fv11 and less than threshold fv12, and the vibration transmission degree Ct obtained by dividing the signal intensity fv1 of a predetermined frequency f1 in the frequency spectrum fv of the vehicle acceleration signal Av by the signal intensity fs1 of a predetermined frequency f1 in the frequency spectrum fs of the seat acceleration signal As is less than or equal to threshold Ct1 or greater than or equal to threshold Ct2, then it is determined that the tilting mechanism 14 is abnormal. In this way, an abnormality in the tilting mechanism 14 can be detected.

[0021] In the above-described embodiment, it is determined whether the tilting mechanism 14 is normal by using the vibration transmission degree Ct obtained by dividing the signal intensity fv1 at the predetermined frequency f1 in the frequency spectrum fv of the vehicle acceleration signal Av by the signal intensity fs1 at the predetermined frequency f1 in the frequency spectrum fs of the seat acceleration signal As. However, the present invention is not limited to this. For example, it may be determined whether the tilting mechanism 14 is normal by using the vibration transmission degree Ct2 obtained by subtracting the signal intensity fs1 from the signal intensity fv1. Further, it may be determined whether the tilting mechanism 14 is normal by using the vibration transmission degree Ct3 obtained by dividing the vehicle acceleration signal Av by the seat acceleration signal As. Furthermore, it may be determined whether the tilting mechanism 14 is normal by using the vibration transmission degree Ct4 obtained by subtracting the seat acceleration signal As from the vehicle acceleration signal Av.

[0022] In the above-described embodiment, the tilting mechanism 14 is a mechanism capable of changing the roll angle and pitch angle of the seat 12 with respect to the bottom of the vehicle body. However, the present invention is not limited to this. For example, it may be a mechanism capable of changing only one of the roll angle and pitch angle of the seat 12 with respect to the bottom of the vehicle body.

[0023] The correspondence between the main elements of the embodiment and the main elements of the invention described in the section of means for solving the problems will be described. In the embodiment, the vehicle acceleration sensor 20 corresponds to the "vehicle acceleration sensor", the seat 12 corresponds to the "seat", the tilting mechanism 14 corresponds to the "tilting mechanism", the seat acceleration sensor 30 corresponds to the "seat acceleration sensor", and the ECU 40 corresponds to the "control device".

[0024] As described above, the embodiments for implementing the present disclosure have been described using the embodiments. However, the present disclosure is not limited to such embodiments, and it is needless to say that the present disclosure can be implemented in various forms without departing from the gist of the present disclosure.

Industrial Applicability

[0025] The present disclosure can be used in the manufacturing industry of control devices and the like.

Explanation of Reference Numerals

[0026] 10 vehicles, 12 seats, 14 tilting mechanisms, 20 vehicle acceleration sensors, 22 vehicle tilt angle sensors, 24 vehicle angular velocity sensors, 30 seat acceleration sensors, 32 seat tilt angle sensors, 34 seat angular velocity sensors, 40 ECUs.

Claims

[Claim 1] A vehicle acceleration sensor, which is mounted on the vehicle body and detects the vehicle's acceleration, Seats for the crew, A tilting mechanism capable of changing the seat angle, including the roll angle and / or pitch angle of the seat relative to the vehicle body, A seat acceleration sensor attached to the seat detects the acceleration of the seat, A control device mounted on a vehicle equipped with, If the vehicle-side signal strength, which is the signal strength at a predetermined frequency in the frequency spectrum of the detected value of the vehicle acceleration sensor, is within a first range, and the ratio or difference between the vehicle-side signal strength and the seat-side signal strength, which is the signal strength at the predetermined frequency in the frequency spectrum of the detected value of the seat acceleration sensor, or the ratio or difference between the detected value of the vehicle acceleration sensor and the detected value of the seat acceleration sensor, is outside a second range, then it is determined that the tilting mechanism is abnormal. Control device.

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