control device

Abstract

To prevent a decrease in passenger comfort. [Solution] The control device is mounted on a vehicle that includes a vehicle-side sensor attached to the vehicle body for detecting vehicle state values ​​including at least one of the vehicle's acceleration, tilt angle, and angular velocity; 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-side sensor attached to the seat for detecting seat state values ​​including at least one of the seat's acceleration, tilt angle, and angular velocity. The control device performs seat angle control, setting a seat angle request value based on the vehicle state value and the seat state value and controlling the tilting mechanism. In this case, the control device stops seat angle control if the deviation between the vehicle state value and the seat state value is outside the acceptable 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 for detecting tilt and acceleration, and a tilting mechanism for tilting 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 providing 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 including the tilting mechanism as described above, a vehicle-side sensor for detecting a vehicle state value, and a seat-side sensor for detecting a seat state value, there is one that executes seat angle control for setting a seat angle required value based on the vehicle state value and the seat state value and controlling the tilting mechanism. In this case, if an abnormality occurs in the vehicle-side sensor or the seat-side sensor, the seat angle may become an inappropriate angle, raising concerns about reducing the comfort of the occupant. The main object of the control device of the present disclosure is to suppress the reduction of the comfort of the occupant.

Means for Solving the Problems

[0005] The control device of this disclosure employs the following means to achieve the main objective described above. The control device of this disclosure is mounted on a vehicle that includes a vehicle-side sensor attached to the vehicle body for detecting vehicle state values ​​including at least one of the vehicle's acceleration, tilt angle, and angular velocity; 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-side sensor attached to the seat for detecting seat state values ​​including at least one of the seat's acceleration, tilt angle, and angular velocity. The control device performs seat angle control by setting a seat angle request value based on the vehicle state value and the seat state value and controlling the tilting mechanism, wherein the control device stops the seat angle control when the deviation between the vehicle state value and the seat state value is outside an acceptable range. [Brief explanation of the drawing]

[0006] [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. [Figure 3] This is a flowchart showing an example of a processing routine. [Figure 4] This is a flowchart showing an example of a processing routine. [Modes for carrying out the invention]

[0007] 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.

[0008] 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 and second guide rails 15 and 16, and first and second drive units 17 and 18. The pair of first guide rails 15 extend in a convex arc shape along the left-right direction of the vehicle 10 and downward (towards the bottom of the vehicle body) at a distance from each other in the front-rear direction of the vehicle 10, and both ends of each are fixed to the bottom of the vehicle body via support parts. The pair of second guide rails 16 extend in a convex arc shape along the front-rear direction of the vehicle 10 and downward (towards the bottom of the vehicle body) at a distance from each other in the left-right direction of the vehicle 10. A first slider is connected to the second guide rails 16, and the first slider is slidably supported by the first guide rails. Furthermore, 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 a second guide rail 16. Therefore, the seat 12 is movable in the front-rear direction along the second guide rail 16 (the pitch angle can be changed), and the second guide rail 16 and the seat 12 are movable in the left-right direction along the first guide rail 15 (the roll angle can be changed). The first and second drive units 17 each comprise a first and second motor, and first and second transmission mechanisms connected to the first and second motors 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 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 this type of mechanism, as long as it is a mechanism that can change the seat angle.

[0009] The ECU40 is equipped with a microcomputer, 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 and a vehicle angular velocity sensor 24 that detect the lateral and longitudinal tilt angle and angular velocity (corresponding to the rate of change of tilt angle per unit time) of the vehicle 10, a seat acceleration sensor 30 that detects the lateral, longitudinal, and vertical acceleration of the seat 12, and a seat tilt angle sensor 32 and a seat angular velocity sensor 34 that detect 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 the angular velocity (corresponding to the rate of change of seat angle per unit time, roll angular velocity and pitch angular velocity). Other examples include first and second motor sensors that detect the rotation angles of the first and second motors of the first and second drive units 17 and 18, an accelerator pedal position sensor that detects the amount the accelerator pedal is depressed, a brake pedal position sensor that detects the amount the brake pedal is depressed, 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, vehicle tilt angle sensor 22, and vehicle angular velocity sensor 24 are mounted on the vehicle body, for example, below the seat 12 on the underside of the vehicle body, while the seat acceleration sensor 30, seat tilt angle sensor 32, and seat angular velocity sensor 34 are mounted on the seat 12. The ECU 40 outputs various control signals, for example, control signals to the first and second drive units 17 and 18. The ECU 40 communicates with the navigation system. The navigation system includes a storage device that stores various programs and map information, a display device that displays various information, and a processing device that performs various processes. 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.

[0010] 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 request value (roll angle request value and pitch angle request 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 request 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 request value. The seat angle request value is set based on, for example, whether the vehicle 10 is traveling on an incline, accelerating (the accelerator pedal is pressed hard and the vehicle 10 is accelerating), decelerating (the brake pedal is pressed while the vehicle 10 is traveling and the vehicle 10 is decelerating), or turning (the vehicle 10 is turning).

[0011] Next, the operation of the vehicle 10 of the embodiment, in particular, the operation when an abnormality occurs in the vehicle acceleration sensor 20 or the seat acceleration sensor 30, will be described. Figure 2 is a flowchart of an example of a processing routine that is repeatedly executed when the ECU 40 has not detected these abnormalities. In this routine, 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), receives the estimated vehicle acceleration Avp (step S102), and receives the seat angle θc (step S104). The vehicle acceleration signal Av, estimated vehicle acceleration Avp, seat acceleration signal As, and seat angle θc use longitudinal acceleration and pitch angle, respectively. The estimated vehicle acceleration Avp is estimated, for example, based on the output of the drive source. The seat angle θc is calculated based on the rotation angle of the second motor of the second drive unit 18 from the second motor sensor.

[0012] Next, the deviation amount ΔA1 is calculated by subtracting the seat acceleration signal As from the vehicle acceleration signal Av (step S110), thresholds DH1 and DL1 are set based on the seat angle θc (step S112), and the deviation amount ΔA1 is compared with the thresholds DH1 and DL1 (steps S114, S116). The thresholds DH1 and DL1 are the upper and lower limits of the allowable range of the deviation amount ΔA1, and are obtained, for example, by applying the seat angle θc to a predetermined relationship (map or formula) between the seat angle θc and the thresholds DH1 and DL1, and deriving the corresponding thresholds DH1 and DL1. When both the vehicle acceleration sensor 20 and the seat acceleration sensor 30 are normal, the relationship between the vehicle acceleration signal Av and the seat acceleration signal As (the assumed range of the deviation amount ΔA1) differs depending on the seat angle θc. Based on this, the relationship between the seat angle θc and the thresholds DH1 and DL1 is determined.

[0013] If the deviation amount ΔA1 is less than the threshold ΔDH1 and greater than the threshold ΔDL1, it is determined that both the vehicle acceleration sensor 20 and the seat acceleration sensor 30 are normal, and this routine is terminated. On the other hand, if the deviation amount ΔA1 is greater than or equal to the threshold ΔDH1 or less than or equal to the threshold DL1, it is determined that either the vehicle acceleration sensor 20 or the seat acceleration sensor 30 is abnormal, and seat angle control is stopped (step S120). This prevents the seat angle θc from becoming an inappropriate angle and prevents a decrease in occupant comfort. The occupant may also be notified of this. Then, the absolute value of the value obtained by subtracting the estimated vehicle acceleration Avp from the vehicle acceleration signal Av is calculated as the deviation amount ΔA2 (step S130), and the calculated deviation amount ΔA2 is compared with the threshold DV1 (step S132). The threshold ΔDV1 is the upper limit of the allowable range of the deviation amount ΔA2 and is predetermined by experiments or analysis. If the deviation amount ΔA2 is greater than the threshold DV1, it is determined that the vehicle acceleration sensor 20 is abnormal (step S134), and this routine is terminated. On the other hand, if the deviation amount ΔA2 is less than or equal to the threshold DV1, it is determined that the seat acceleration sensor 30 is abnormal (step S136), and this routine is terminated. In this way, it is possible to determine whether the vehicle acceleration sensor 20 or the seat acceleration sensor 30 is abnormal.

[0014] In the embodiments described above, the vehicle acceleration signal Av, estimated vehicle acceleration Avp, seat acceleration signal As, and seat angle θc are assumed to be longitudinal acceleration and pitch angle, but in addition to or instead of these, lateral acceleration and roll angle may also be used.

[0015] In the embodiment described above, the ECU 40 executes the processing routine shown in Figure 2, but it may also execute the processing routines shown in Figures 3 and 4. These will be explained in order below. In the processing routine shown in Figure 3, the ECU 40 receives the vehicle tilt angle signal θv from the vehicle tilt angle sensor 22 and the seat tilt angle signal θs from the seat tilt angle sensor 32 (step S200), receives the estimated vehicle tilt angle θvp (step S202), and receives the seat angle θc in the same way as in step S104 (step S204). The vehicle tilt angle signal θv, estimated vehicle tilt angle θvp, seat tilt angle signal θs, and seat angle θc are the tilt angle in the front-rear direction and the pitch angle. The estimated vehicle tilt angle θvp is estimated, for example, based on the current position of the vehicle 10 from GPS and map information from the navigation system.

[0016] Next, the deviation amount Δθ1 is calculated by subtracting the seat tilt angle signal θs from the vehicle tilt angle signal θv (step S210), thresholds DH2 and DL2 are set based on the seat angle θc (step S212), and the deviation amount ΔA1 is compared with thresholds DH2 and DL2 (steps S214, S216). Thresholds DH2 and DL2 are the upper and lower limits of the allowable range of the deviation amount Δθ1, and are set, for example, by the same setting method as the process in step S112. If the deviation amount Δθ1 is less than threshold ΔDH2 and greater than threshold ΔDL2, it is determined that both the vehicle tilt angle sensor 22 and the seat tilt angle sensor 32 are normal, and this routine is terminated. On the other hand, if the deviation amount Δθ1 is greater than or equal to threshold ΔDH2 or less than or equal to threshold DL2, it is determined that either the vehicle tilt angle sensor 22 or the seat tilt angle sensor 32 is abnormal, and seat angle control is stopped (step S220). This helps prevent the seat angle θc from becoming an inappropriate angle, thus preventing a decrease in occupant comfort. The occupants may also be informed of this.

[0017] Then, the absolute value of the value obtained by subtracting the estimated vehicle tilt angle θvp from the vehicle tilt angle signal θv is calculated as the deviation amount Δθ2 (step S230), and the calculated deviation amount Δθ2 is compared with the threshold DV2 (step S232). The threshold ΔDV2 is the upper limit of the acceptable range of the deviation amount Δθ2 and is predetermined by experiments or analysis. If the deviation amount Δθ2 is greater than the threshold DV2, it is determined that the vehicle tilt angle sensor 22 is abnormal (step S234), and this routine is terminated. On the other hand, if the deviation amount Δθ2 is less than or equal to the threshold DV2, it is determined that the seat tilt angle sensor 32 is abnormal (step S236), and this routine is terminated. In this way, it is possible to determine whether the vehicle tilt angle sensor 22 or the seat tilt angle sensor 32 is abnormal. Here, the vehicle tilt angle signal θv, estimated vehicle tilt angle θvp, seat tilt angle signal θs, and seat angle θc are assumed to be the tilt angle and pitch angle in the longitudinal direction, but in addition to or instead of these, the tilt angle and roll angle in the lateral direction may also be used.

[0018] The processing routine shown in Figure 4 will be explained. In this routine, the ECU 40 receives the vehicle angular velocity signal ωv from the vehicle angular velocity sensor 24 and the seat angular velocity signal ωs from the seat angular velocity sensor 34 (step S300), receives the estimated vehicle tilt angle θvp in the same way as in step S202 (step S302), calculates the estimated vehicle angular velocity ωvp (step S303), receives the seat angle θc in the same way as in steps S104 and S204 (step S304), and calculates the seat angular velocity ωc (step S305). The vehicle angular velocity signal ωv, estimated vehicle tilt angle θvp, estimated vehicle angular velocity ωvp, seat angular velocity signal ωs, seat angle θc, and seat angular velocity ωc use the angular velocity and tilt angle in the longitudinal direction, and the pitch angular velocity and pitch angle. The estimated vehicle angular velocity ωvp and seat angular velocity ωc are obtained by dividing the amount of change of the estimated vehicle tilt angle θvp and seat angle θc over the execution interval Δt of this routine by the execution interval Δt, respectively.

[0019] Subsequently, the difference amount Δω1 is calculated by subtracting the seat angular velocity signal ωs from the vehicle angular velocity signal ωv (step S310). Threshold values DH3 and DL3 are set based on the seat angular velocity ωc (step S312), and the difference amount Δω1 is compared with the threshold values DH3 and DL3 (steps S314 and S316). The threshold values DH3 and DL3 are the upper and lower limits of the allowable range of the difference amount Δω1, and are set, for example, by the same setting method as the process of step S112. When the difference amount Δω1 is less than the threshold value ΔDH3 and greater than the threshold value ΔDL3, it is determined that both the vehicle angular velocity sensor 32 and the seat angular velocity sensor 34 are normal, and this routine is terminated. On the other hand, when the difference amount Δω1 is greater than or equal to the threshold value ΔDH3 or less than or equal to the threshold value DL3, it is determined that either the vehicle angular velocity sensor 24 or the seat angular velocity sensor 34 is abnormal, and the seat angle control is stopped (step S320). Thereby, it is possible to suppress the seat angle θc from becoming an inappropriate angle and suppress the reduction of the occupant's comfort. Note that this may be notified to the occupant.

[0020] Then, the absolute value of the value obtained by subtracting the estimated vehicle angular velocity ωvp from the vehicle angular velocity signal ωv is calculated as the difference amount Δω2 (step S330), and the calculated difference amount Δω2 is compared with the threshold value DV3 (step S332). The threshold value ΔDV3 is the upper limit of the allowable range of the difference amount Δω2, and is determined in advance by experiments, analyses, etc. When the difference amount Δω2 is greater than the threshold value DV3, it is determined that the vehicle angular velocity sensor 24 is abnormal (step S334), and this routine is terminated. On the other hand, when the difference amount Δω2 is less than or equal to the threshold value DV3, it is determined that the seat angular velocity sensor 34 is abnormal (step S336), and this routine is terminated. In this way, it is possible to determine which of the vehicle angular velocity sensor 24 and the seat angular velocity sensor 34 is abnormal. Here, the vehicle angular velocity signal ωv, the estimated vehicle angular velocity ωvp, the seat angular velocity signal ωs, and the seat angular velocity ωc are assumed to use the angular velocity in the front-rear direction or the pitch angular velocity. In addition to or instead of this, the angular velocity in the left-right direction or the roll angular velocity may be used.

[0021] In the above-described embodiment, the tilting mechanism 14 is configured to be able to change the roll angle and pitch angle of the seat 12 with respect to the bottom of the vehicle body. However, it may be configured to be able to change only either the roll angle or the pitch angle.

[0022] 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

[0023] The present disclosure can be used in the manufacturing industry of control devices and the like.

Explanation of Reference Numerals

[0024] 10 Vehicle, 12 Seat, 14 Tilting mechanism, 20 Vehicle acceleration sensor, 22 Vehicle tilt angle sensor, 24 Vehicle angular velocity sensor, 30 Seat acceleration sensor, 32 Seat tilt angle sensor, 34 Seat angular velocity sensor, 40 ECU.

Claims

[Claim 1] A vehicle-side sensor mounted on the vehicle body detects vehicle state values ​​including at least one of the vehicle's acceleration, tilt angle, and angular velocity, 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 sheet-side sensor attached to the sheet detects a sheet state value including at least one of the sheet's acceleration, tilt angle, and angular velocity. A control device mounted on a vehicle equipped with the above, which performs seat angle control to control the tilting mechanism by setting a seat angle request value based on the vehicle state value and the seat state value, If the discrepancy between the vehicle state value and the seat state value is outside the acceptable range, the seat angle control is stopped. Control device.

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