Adjustment arrangement for a vehicle seat

Abstract

The proposed solution relates to an adjustment arrangement (11), in particular for a vehicle seat (1), comprising: a motor unit (110) for adjusting a component (10A-10G) along an adjustment path (B); and a control unit (12) which is designed to: define a time curve (K) of a position (P) of the component (10A-10G) and / or of a variable (G), describing a change in the position (P), along the adjustment path (B); determining a deviation (A) in the position (P) and / or the variable (G) describing the change in the position (P) from the defined time curve (K); and operating the motor unit (110) in a braking mode on the basis of the determined deviation (A).

Description

[0001] Adjustment arrangement for a vehicle seat

[0002] Description

[0003] The proposed solution relates to an adjustment arrangement, a vehicle seat with such an adjustment arrangement, a method for controlling an adjustment arrangement and a computer-readable storage medium.

[0004] Vehicle seats are typically adjustable, e.g. to enable different seat users to achieve a comfortable seating position and to be adapted to different space conditions. For example, a vehicle seat can be mounted in a vehicle so that it can be adjusted lengthwise by means of a longitudinal adjustment device in order to enable different seating positions along the vehicle's longitudinal axis, a vehicle seat can be adjustable by means of a height adjustment device in order to adjust the seat height, and in a vehicle seat the inclination of a backrest relative to a seat part can be adjustable, to name just a few examples. Manual or motor-driven adjustment arrangements can be provided in order to make such adjustments. Motor-driven adjustment arrangements enable the settings to be made easily, e.g. by pressing buttons, or even completely automatically.Particularly in the case of motorised adjustment arrangements, it is desirable to achieve the highest possible precision during adjustment, e.g. when moving to desired positions, and it has been shown in practice that there is potential for improvement in this regard.

[0005] The task is to improve the adjustment precision of an adjustment arrangement.

[0006] This object is achieved by an article having the features of claim 1.

[0007] According to this, an adjustment arrangement is specified, in particular for a vehicle seat, comprising a motor unit for adjusting a component along an adjustment path and a control unit which is configured to: specify a temporal profile of a position of the component along the adjustment path and / or specify a temporal profile of a variable describing a change in the position along the adjustment path; determine a deviation of the position and / or of the variable describing the change in the position from the predetermined temporal profile; and operate the motor unit in a braking mode based on the determined deviation.

[0008] This is based on the knowledge that motor units, particularly those used in vehicle seats, are often self-locking and remain stationary when de-energized. However, once the power is switched off, they can sometimes continue to run for a considerable amount of time (e.g. 10 or more rotor revolutions) depending on the direction of rotation, position and load, as the motor unit's mechanics are still moving and therefore in a state of sliding friction. The self-locking action then sets in as soon as the motor unit has come to a standstill. In the manner described, it is now possible to easily correct a detected deviation during adjustment. The control unit can be set up for position-controlled control and / or speed-controlled control of the motor unit. In braking mode, any movement of the rotor of the motor unit and / or of the component adjusted as a result is braked.

[0009] The motor unit can comprise a brushless DC motor, BLDC motor, and / or an inverter. BLDC motors allow for high precision in a compact design. Furthermore, BLDC motors allow for control with a particularly high bandwidth, which allows for the described advantages to be particularly well utilized.

[0010] The control unit can be configured to determine whether the detected deviation indicates that the component is ahead of the specified curve. The control unit can also be configured to operate the motor unit in braking mode in response to this determination. Thus, if the adjustment does not decelerate quickly enough, for example, due to increased inertia, a correction can be effected by deliberately switching to braking mode.

[0011] Braking mode can include generator operation or be configured as generator operation. In generator mode, an electric current is generated by the motor unit.

[0012] Furthermore, the braking operation can include short-circuit braking. In other words, the braking operation can include short-circuit operation or be configured as short-circuit operation. In particular, a BLDC motor can also be operated with a non-torque-generating current. For example, in short-circuit braking, the magnetic field generated in the motor unit is not oriented at a 90° offset from the rotor magnets, but rather pulls the rotor magnets in the radial direction.

[0013] In one embodiment, the control unit is configured to determine the magnitude of the deviation. The control unit can also be configured to adjust a current intensity (e.g., a negative phase current) during braking operation depending on the determined magnitude of the deviation. This allows a demand-based braking torque to be applied, enabling particularly precise control.

[0014] The control unit is configured, for example, to determine the deviation of the position and / or the variable describing the change in position from the specified time profile by measuring it with a position sensor. This allows an actual value to be measured and, based on this, precisely switched to braking mode.

[0015] The position sensor can be designed as a rotary encoder. For example, the position sensor is designed in the form of a Hall sensor. The position sensor can be arranged such that it can detect a magnetic field of a rotor of the motor unit, e.g., a magnetic field of a sensor magnet attached to the rotor, which can, for example, be mounted aligned with the position sensor. Such a measurement allows particularly precise position, speed, and / or acceleration measurements. Several position sensors (e.g., Hall sensors) can also be provided, for example, three, in particular for even further improved precision. The position sensor can be designed in the form of an analog sensor. The position sensor (in particular, in the form of an analog sensor) can be configured to detect a radial magnetic field and a tangential magnetic field. The position sensor can thus enable quasi-continuous position measurement.

[0016] The variable describing the change in position can be a speed or an acceleration. This enables precise switching to braking mode.

[0017] In one embodiment, the control unit is configured to determine the deviation of the position and / or the variable describing the change in the position from the specified temporal profile by means of a prediction, in particular using at least one measured value. The prediction is directed, in particular, toward the future. This allows a deviation to be anticipated in advance, allowing the activation of braking operation to be carried out with particular precision.

[0018] The at least one measured value can comprise a weight measured by a weight sensor. This allows, for example, the load and / or inertia acting on the component to be adjusted to be determined, and based on this, the deviation can be predicted with particular accuracy.

[0019] The control unit can be configured to operate the motor unit in motor mode before and / or after operating the motor unit in braking mode in order to adjust the position of the component along the adjustment path. This allows a temporary deviation to be precisely compensated.

[0020] The specified time sequence can describe the movement of the component to a specified target position. The described control of the motor unit enables rapid yet extremely precise movement to the target position without exceeding the target position.

[0021] According to a further development, the control unit is configured to determine whether the determined deviation leads to a position within or outside a predetermined tolerance window, ahead of the target position, behind the target position, or around the target position. In response to the determination that the determined deviation leads to a position outside the predetermined tolerance window, the control unit operates the motor unit in braking mode. This avoids unnecessary switching to braking mode.

[0022] The control unit can be configured to control the motor unit such that the component is moved at a predetermined distance from the target position at a predetermined minimum speed and / or a predetermined maximum speed. This allows reaching the target position quickly yet comfortably, and is also clearly recognizable by touch.

[0023] Optionally, the adjustment assembly includes several motor units controlled by the control unit, each for adjusting one of several components. Alternatively, a separate adjustment assembly is provided for each of the components. This allows the described advantages to be particularly effective.

[0024] According to one aspect, a vehicle seat with at least one component is provided. The vehicle seat comprises the adjustment assembly according to any embodiment described herein for adjusting the at least one component. Regarding the advantages, reference is made to the above information on the adjustment assembly.

[0025] The at least one component comprises, for example, a seat part, a base supporting the seat part, a backrest, a seat pan part, a lumbar support, a headrest and / or an armrest.

[0026] According to one aspect, a method for controlling an adjustment arrangement comprising a motor unit for adjusting a component along an adjustment path and a control unit is specified. The method comprises the following steps performed by the control unit: specifying a temporal profile of a position of the component and / or a variable describing a change in the position along the adjustment path; determining a deviation of the position and / or the variable describing the change in the position from the specified temporal profile; and operating the motor unit in braking mode (in particular generator mode or short-circuit mode) based on the determined deviation. With regard to the advantages, reference is again made to the above information on the adjustment arrangement.

[0027] The method may further comprise the step of operating the motor unit in a motor mode, performed before and / or after the step of operating the motor unit in braking mode, in order to adjust the position of the component along the adjustment path.

[0028] According to one aspect, a computer-readable storage medium is provided on which instructions are stored which, when executed by a control unit of an adjustment arrangement having a motor unit for adjusting a component along an adjustment path, cause the control unit to perform the method for controlling the adjustment arrangement according to any embodiment described herein. Regarding the advantages, reference is again made to the above information regarding the adjustment arrangement.

[0029] The concept underlying the invention will be explained in more detail below with reference to the exemplary embodiments illustrated in the figures. They show:

[0030] Fig. 1 a vehicle seat with several adjustable components and a

[0031] Adjustment arrangement in a first position of use;

[0032] Fig. 2 shows the vehicle seat according to Fig. 1 in a second position of use;

[0033] Fig. 3 a brushless DC motor designed as an internal rotor of the

[0034] Adjustment arrangement according to Fig. 1;

[0035] Fig. 4 a brushless DC motor designed as an external rotor for the

[0036] Adjustment arrangement according to Fig. 1;

[0037] Fig. 5 a supply voltage and a rotation angle signal of a motor unit of the

[0038] Adjustment arrangement according to Fig. 1 against time;

[0039] Fig. 6 a phase current and a speed of the motor unit of the

[0040] Adjustment arrangement according to Fig. 1 against time;

[0041] Fig. 7 shows a position of a component of the vehicle seat according to Fig. 1 against the

[0042] time; and

[0043] Fig. 8 shows a method for controlling the adjustment arrangement according to Fig. 1.

[0044] Fig. 1 shows a vehicle seat 1 with a plurality of adjustable components 10A-10G. The vehicle seat 1 further comprises an adjustment arrangement 11 with a plurality of electric motor units 110, each for adjusting one of the components 10A-10G relative to other parts of the vehicle seat 1, and a control unit 12 for controlling the motor units 110. For this purpose, the motor units 110 are connected to the control unit 12 via control cables (alternatively wirelessly). The vehicle seat 1 can also be referred to as a vehicle seat system. Fig. 1 shows the vehicle seat 1 in a first seatable use position. Fig. 2 shows the vehicle seat 1 in a second seatable use position. Furthermore, the vehicle seat 1 can be transferred, for example, into an easy-entry position and / or a fold-flat position.

[0045] One of the components 10A-10G is a seat part 10A, on which a cushion 13 is mounted. Another of the components 10A-10G is a backrest 10C. The seat part 10A is supported on a base 10B, which represents another of the components 10A-10G, via a height adjustment mechanism 100.

[0046] The height adjustment mechanism 100 in the present case comprises (on both sides) a four-bar linkage with a front lever and a rear lever, although other designs are also conceivable. The levers are each pivotally mounted on the seat part 10A and on the base 10B. Depending on the pivot position of the levers, the seat part 10A can be brought into a lowered position closer to a vehicle floor 2, as shown in Fig. 1, or into a raised position further away from the vehicle floor 2, as shown in Fig. 2. For the easy-entry position, the levers can be pivoted even further forward. In the easy-entry position, for example, getting into a row of seats behind the vehicle seat 1 can be made easier. A motor unit 110 is provided to effect the adjustment of the seat part 10A relative to the base 10B. The motor unit 110 comprises a brushless DC motor, BLDC motor 116A, 116B (explained in more detail below in connection with Figs. 3 and 4).The BLDC motor 116A, 116B can be operated at a variable speed. A higher speed results in a greater power requirement from the vehicle electrical system, while a lower speed results in a lower power requirement from the vehicle electrical system. The BLDC motor 116A, 116B is coupled to a spindle via a gear box, for example. The spindle is mounted on the seat part 10A, and the BLDC motor 116A, 116B is mounted on the base 10B (alternatively, for example, vice versa), so that activating the motor unit 110 by a relative movement of the spindle to a spindle nut adjusts the seat part 10A relative to the base 10B.

[0047] The base 10B is formed by seat-side rails of a rail arrangement 101. In addition to the seat-side rails, the rail arrangement 101 comprises floor-side rails which can be fastened to the vehicle floor 2 and are fastened in the example shown. The seat-side rails are guided longitudinally displaceably on the floor-side rails. To effect an adjustment of the base 10B relative to the vehicle floor 2 (and to the floor-side rails), a further motor unit 110 is provided. The motor unit 110 also comprises a BLDC motor which interacts with a spindle. By activating the motor unit 110, the vehicle seat 1 can be adjusted in the longitudinal direction. While Fig. 1 shows a further rearward position, Fig. 2 illustrates a further forward position.

[0048] The backrest 10C, as another component, is pivotally mounted relative to the seat part 10A by means of tilt adjusters 15. To effect the adjustment, a further motor unit 110 is provided, which in this example also includes a BLDC motor, by means of which the tilt adjusters 15 are driven. The tilt adjusters are, for example, geared fittings. While Fig. 1 shows a further rearward tilt setting, Fig. 2 illustrates a more upright setting. For a fold-flat position, the backrest 10C can be folded onto the seat part 10A, for example.

[0049] A seat pan part 10D, as another component, is longitudinally adjustable relative to the seat part 10A to adjust the seat depth. In a further retracted position of the seat pan part 10D, as illustrated in Fig. 1, the cushion 13 has a smaller seat depth than in a further extended position of the seat pan part 10D, as illustrated in Fig. 2. To effect an adjustment of the seat pan part 10D, a further motor unit 110 is provided, which again comprises, for example, a BLDC motor.

[0050] In another component in the form of a lumbar support 10E, the size and (alternatively or additionally) the position of a curvature can be adjusted by means of a further motor unit 110. Fig. 1 shows a weaker curvature, while Fig. 2 illustrates a stronger curvature.

[0051] A headrest 10F, as another component, is adjustable in height relative to the backrest 10C (alternatively or additionally in relation to a longitudinal position). A motor unit 110 is provided for this purpose. Fig. 1 shows a position closer to the backrest 10C, while Fig. 2 shows a more extended position.

[0052] An armrest 10G, as another component, is adjustable in its inclination relative to the backrest 10C (alternatively or additionally in its length and / or width) by means of a corresponding motor unit 110. Fig. 1 illustrates a horizontal adjustment, while Fig. 2 shows an inclined position.

[0053] The components 10A-10G are each adjustable by means of the corresponding motor unit 110 along an adjustment path B relative to another component or the vehicle seat 1. For example, the base 10B is adjustable along a linear adjustment path B relative to the floor-side rail. The control unit 12 is configured to communicate with the motor units 110 to effect an adjustment along the respective adjustment path.

[0054] Fig. 3 shows an exemplary embodiment of a BLDC motor 116A. Each of the aforementioned motor units 110 can comprise a BLDC motor according to Fig. 3. This is designed as an internal rotor. A rotor 113A of the BLDC motor 116A is arranged within a stator 112A so as to be rotatable thereto. On the stator 112A, several coils are connected to three phases II, V, W of a three-phase alternating voltage (a different number of phases can also be provided). The coils are connected to a common star point S. Applying the alternating voltage causes a current flow and thus a rotation of the rotor 113A, to which permanent magnets 114A are attached. By way of example, one coil is provided for each phase II, V, W, but a larger number can also be provided.

[0055] Fig. 3 also illustrates an inverter 111, which converts a direct current into a three-phase alternating current with phases II, V, and W. The inverter 111 is connected to the coils of the BLDC motor 116A. The inverter 111 is connected to the control unit 12 and is controlled by the control unit 12. The inverter 111 comprises, for example, a half- or full-bridge circuit with transistors, MOSFETs, and / or other semiconductor components.

[0056] A position sensor 115 in the form of a rotation angle sensor is provided to measure a rotation of the rotor 113A of the BLDC motor 116A. Several, e.g. two or three, such rotation angle sensors can be provided to measure an absolute angular position of the rotor 113A. The rotation angle sensor is connected to the control unit 12. Using the rotation angle sensor, the speed of the BLDC motor 116A can be determined by the control unit 12. Using the speed, an adjustment speed of the corresponding component 10A-10G can be calculated. Alternatively or additionally, the rotation angle sensor can be used to determine a distance traveled and / or an absolute position of the respective component 10A-10G along the adjustment path B. The position sensor 115 (in particular each of the plurality of position sensors) is designed in the form of a Hall sensor. The position sensor 115 is arranged such that it detects a magnetic field of the rotor 113A.A BLDC motor, particularly with the described angle sensor, allows for particularly precise position sensing and thus high-bandwidth control technology. Fig. 4 shows another exemplary embodiment of a BLDC motor 116B. This is designed as an external rotor. A rotor 113B of the BLDC motor 116B is arranged within a stator 112B so as to be rotatable therewith. On the stator 112B, several coils are connected to three phases II, V, W (a different number of phases can also be provided here) of a three-phase alternating voltage. The coils are connected to a common star point S. Applying the alternating voltage causes a current flow and thus a rotation of the rotor 113B, to which permanent magnets 114B are attached. By way of example, three coils are provided for each phase II, V, W, but a smaller or larger number can also be provided. As an alternative to the BLDC motor 116A according to Fig.3, each of the mentioned motor units 110 can comprise a BLDC motor according to Fig. 4. The BLDC motor 116B according to Fig. 4 is connected, as explained in connection with Fig. 3, to an inverter 111 of the corresponding motor unit 110. The inverter 111 is connected to the control unit 12 and is controlled by the control unit 12.

[0057] The BLDC motor 116B also includes position sensors 115 in the form of rotation angle sensors as described above (not shown in Fig. 4 for simplified illustration).

[0058] Fig. 5 shows, plotted against time t, a supply voltage U_v (of the corresponding inverter 111) with which the BLDC motor 116A, 116B of the respective motor unit 110 is supplied (upper curve). The lower curve shows the rotation angle signal D_sig of the position sensor 115 illustrated in Fig. 3. This is periodic and has three periods for one revolution of the rotor 113A. It can be seen that the BLDC motor 116A performs a constant rotation at a constant supply voltage U_v. At a time t1, the supply voltage U_v is disconnected, which subsequently also ends the current supply. Although the power supply has been disconnected, the rotor 113A continues to move until it essentially comes to a standstill at a later time t2. At time t2, the motor unit 110 and the mechanics of the respective component 10A-10G are in static friction and self-locking.Between times t1 and t2, the system is in sliding friction (during the mechanical overtravel). In the case of the longitudinal adjustment device, the movement between these two times t1 and t2 can be several mm, e.g., 3 mm.

[0059] To avoid such a deviation from a desired adjustment course, the control unit 12 is configured for the defined braking of one or more, here all, of the motor units 110 (or one or more other vehicle interior adjusters) against overrun. Fig. 6 illustrates with a dashed line a predetermined temporal profile K of a variable G, which describes a change in the position P of the component 10A-10G. In the example of Fig. 6, the variable G is the speed of the BLDC motor 116A, which in this case is determined based on the rotational angle signal D_sig of the position sensor 115 illustrated in Fig. 3. Alternatively or additionally, the temporal profile of the position P itself can be predetermined.

[0060] Fig. 6 shows a constant speed that is reduced via a ramp, in this case to a standstill (0 revolutions / minute). Fig. 6 also illustrates a decay of the ramp before reaching a standstill, which can also be reduced or replaced by an aperiodic limiting case, for example. Fig. 6 thus shows deceleration according to the specified curve K.

[0061] The control unit 12 is consequently configured to specify a time profile K of a position P of the corresponding component 10A-10G and / or a variable G describing a change in the position P (here the rotational speed, alternatively or additionally, e.g., the acceleration) along the adjustment path B.

[0062] Furthermore, the control unit 12 is configured to determine a deviation A of the position P and / or the variable G describing the change in the position P from the predetermined time profile K. Fig. 6 illustrates such a deviation A using a dotted line. This deviation can result from the lag described above in connection with Fig. 5.

[0063] The control unit 12 is configured to determine the position deviation A through a measurement using the position sensor 115. Furthermore, the control unit 12 is configured to determine the deviation A through a prediction using at least one measured value. In this case, the at least one measured value comprises a weight measured by a weight sensor 14 (see Fig. 1). Depending on whether a passenger is sitting on the vehicle seat 1 and their weight, the caster can be greater or smaller. The control unit 12 can also be connected to an inclination sensor and in this way calculate even more precise values ​​for a load or inertia of the component 10A-10G to be adjusted. The control unit 12 can therefore either predict the deviation A or measure an already existing deviation A.The control unit 12 is further configured to operate the motor unit 110 in a braking mode based on the determined deviation A. This causes a braking of the component 10A-10G, which prevents the coasting.

[0064] For particularly accurate results, the control unit 12 is also configured to determine (measure or predict) the magnitude of the deviation A and to adjust a current intensity during braking operation as a function of the determined magnitude of the deviation A. In the example of Fig. 6, the magnitude of the deviation A corresponds to the distance of the deviation from the curve K at a time t.

[0065] The solid line in Fig. 6 illustrates a maximum phase current l_p of the BLDC motor 116A. Through subsequent transformations (in particular, commutation), three sinusoidal phase currents with this amplitude are formed. This amplitude is approximately 2 A for uniform feed. The control unit 12 is thus configured to operate the motor unit 110 in such a motor mode before and / or after operating the motor unit 110 in braking mode in order to adjust the position P of the component 10A-10G along the adjustment path B.

[0066] At the time at which the start of the deviation A is determined by the control unit 12, the control unit 12 (specifically a speed and current controller of the control unit 12) regulates the phase current l_p to a negative value, here, for example, -30 A. As a result, the component 10A-10G is effectively braked by the braking operation.

[0067] Braking operation can be configured as generator operation or short-circuit operation. In generator operation, the motor unit generates an electric current. In short-circuit operation, short-circuit braking is performed. BLDC motors, in particular, can be operated with a non-torque-generating current, which is optionally provided in braking operation. For example, it is provided that a magnetic field generated in the motor unit 11 is not oriented at a 90° offset from the rotor magnets, but exerts a pull on the rotor magnets in the radial direction.

[0068] The current generated in generator mode is delivered by the motor unit 110, e.g. to a battery or to an on-board network of the vehicle with the vehicle seat 1.

[0069] The control unit 12 is further configured to determine whether the determined deviation A indicates that the component 10A-10G is ahead of the predetermined course K, i.e., for example, is not braking quickly enough, and to operate the motor unit 110 in braking mode in response to this determination.

[0070] Fig. 7 shows a position P of the respective component 10A-10G versus time t. Fig. 7 illustrates that the predefined time profile K can describe a movement of the component 10A-10G up to a predefined target position ZP. If the control unit 12 detects a deviation A of the position P from the predefined time profile K, it operates the motor unit 110 in braking mode.

[0071] The control unit 12 is also configured to determine whether the determined deviation A leads within or outside a predetermined tolerance window around the target position ZP. In response to the determined deviation A leading outside the predetermined tolerance window, it operates the motor unit 110 in braking mode. Therefore, if the deviation is only insignificant, additional braking is not necessary. The control unit 12 controls the motor unit 110 such that the component 10A-10G is moved at a predetermined distance from the target position ZP at a predetermined minimum speed and / or a predetermined maximum speed.

[0072] Optionally, the control unit 12 is provided to limit a jerk of the adjustment movement up to a maximum value.

[0073] The described adjustment arrangement 11 enables position-controlled adjustment, e.g., for setting a predefined or predefinable position (e.g., memory position) of the adjustable component 10A-10G. The target position can be precisely tracked using the control unit 12. If the component 10A-10G is faster than the target position due to external load and inertia, it can be actively braked by the control unit 12 (e.g., in generator mode).

[0074] The described adjustment arrangement 11 enables speed-controlled adjustment, e.g., as manual adjustment, for example, as long as a button is pressed. A deceleration ramp can be precisely followed by the control unit 12 upon completion of the adjustment. If the deceleration ramp describes a faster deceleration than the components 10A-10G, active braking can be achieved by the described control by means of the control unit 12. Fig. 8 illustrates a method for controlling an adjustment arrangement 11 (e.g., according to Fig. 1) with at least one motor unit 110 for adjusting at least one respective component 10A-10G along a respective adjustment path B and a control unit 12. The method comprises the following steps performed by the control unit 12:

[0075] Step S1: Specifying a time profile K of a position P of the component 10A-10G and / or a variable G describing a change in the position P along the adjustment path B.

[0076] Step S2: Determination S2 of a deviation A of the position P and / or the quantity G describing the change in the position P from the specified time course K.

[0077] Step S3: Operating the motor unit 110 in a motor mode to adjust the position P of the component 10A-10G along the adjustment path B.

[0078] Step S4: Operating the motor unit 110 in a braking mode, e.g., in a generator mode or in a short-circuit mode, based on the determined deviation A.

[0079] Step S3 can be performed before and / or after step S4. Furthermore, steps S3 and S4 can also be performed alternately (multiple times, in particular as often as desired) during the adjustment.

[0080] The control unit 12 comprises a storage medium 120 on which instructions are stored which, when executed by the control unit 12, cause the control unit 12 to perform the described method.

[0081] List of reference symbols

[0082] 1 vehicle seat

[0083] 10A Seat part (component)

[0084] 10B Base (component)

[0085] 10C Backrest (component)

[0086] 10D Seat pan part (component)

[0087] 10E Lumbar support (component)

[0088] 10F Headrest (component)

[0089] 10G Armrest (component)

[0090] 100 height adjustment mechanism

[0091] 101 Rail arrangement

[0092] 11 Adjustment arrangement

[0093] 110 Motor unit

[0094] 111 inverters

[0095] 112A, 112B Stator

[0096] 113A, 113B rotor

[0097] 114A, 114B permanent magnet

[0098] 115 Position sensor

[0099] 116A, 116B BLDC motor

[0100] 12 Control unit

[0101] 120 storage medium

[0102] 13 cushions

[0103] 14 Weight sensor

[0104] 15 tilt adjusters

[0105] 2 Vehicle floor

[0106] A Deviation

[0107] B Adjustment track

[0108] D_sig angle of rotation signal

[0109] G Size l_p Phase current

[0110] K History

[0111] P Position

[0112] S star point t time

[0113] U, V, W phase

[0114] U_v supply voltage ZP target position

Claims

Claims 1. Adjustment arrangement (11), in particular for a vehicle seat (1), with a motor unit (110) for adjusting a component (10A-10G) along an adjustment path (B) and a control unit (12) which is designed to: Presetting a time profile (K) of a position (P) of the component (10A-10G) and / or a variable (G) describing a change in the position (P) along the adjustment path (B); Determining a deviation (A) of the position (P) and / or the variable (G) describing the change in the position (P) from the predetermined time course (K); and Operating the motor unit (110) in a braking mode based on the determined deviation (A).

2. Adjustment arrangement (11) according to claim 1, characterized in that the motor unit (110) comprises a brushless DC motor, BLDC motor (116A, 116B), and an inverter (111).

3. Adjustment arrangement (11) according to claim 1 or 2, characterized in that the control unit (12) is designed to determine whether the determined deviation (A) indicates that the component (10A-10G) is ahead of the predetermined course (K), and to operate the motor unit (110) in braking mode in response to this determination.

4. Adjustment arrangement (11) according to one of the preceding claims, characterized in that the braking operation comprises a generator operation.

5. Adjustment arrangement (11) according to one of claims 1 to 3, characterized in that the braking operation comprises a short-circuit braking.

6. Adjustment arrangement (11) according to one of the preceding claims, characterized in that the control unit (12) is designed to determine a strength of the Determine the deviation (A) and set a current strength in braking operation depending on the determined strength of the deviation (A).

7. Adjustment arrangement (11) according to one of the preceding claims, characterized in that the control unit (12) is designed to determine the deviation (A) of the position (P) and / or the variable (G) describing the change in the position (P) from the predetermined time course (K) by a measurement using a position sensor (115).

8. Adjustment arrangement (11) according to claim 7, characterized in that the position sensor (115) is designed in the form of a Hall sensor which is arranged to detect a magnetic field of a rotor (113A, 113B) of the motor unit (110).

9. Adjustment arrangement (11) according to one of the preceding claims, characterized in that the variable (G) describing the change in the position (P) is a rotational speed or an acceleration.

10. Adjustment arrangement (11) according to one of the preceding claims, characterized in that the control unit (12) is designed to determine the deviation (A) of the position (P) and / or the variable (G) describing the change in the position (P) from the predetermined time course (K) by a prediction using at least one measured value.

11. Adjustment arrangement (11) according to claim 10, characterized in that the at least one measured value comprises a weight measured by means of a weight sensor (14).

12. Adjustment arrangement (11) according to one of the preceding claims, characterized in that the control unit (12) is configured to operate the motor unit (110) in a motor mode before and / or after operating the motor unit (110) in braking mode in order to adjust the position (P) of the component (10A-10G) along the adjustment path (B).

13. Adjustment arrangement (11) according to one of the preceding claims, characterized in that the predetermined time course (K) describes a movement of the component (10A-10G) up to a predetermined target position (ZP).

14. Adjustment arrangement (11) according to claim 13, characterized in that the control unit (12) is configured to determine whether the determined deviation (A) leads within or outside a predetermined tolerance window around the target position (ZP), and in response to the determination that the determined deviation (A) leads outside the predetermined tolerance window, to operate the motor unit (110) in braking mode.

15. Adjustment arrangement (11) according to claim 13 or 14, characterized in that the control unit (12) is designed to control the motor unit (110) such that the component (10A-10G) is moved at a predetermined distance from the target position (ZP) at a predetermined minimum speed and / or at a predetermined maximum speed.

16. Adjustment arrangement (11) according to one of the preceding claims, characterized by a plurality of motor units (110) controlled by the control unit (12) for adjusting one component each (10A-10G).

17. Vehicle seat (1) with at least one component (10A-10G), characterized by the adjustment arrangement (11) according to one of the preceding claims for adjusting the at least one component (10A-10G).

18. Vehicle seat (2) according to claim 17, characterized in that the at least one component (10A-10G) comprises a seat part, a base supporting the seat part, a backrest, a seat pan part, a lumbar support, a headrest and / or an armrest.

19. A method for controlling an adjustment arrangement (11) with a motor unit (110) for adjusting a component (10A-10G) along an adjustment path (B) and a control unit (12), the method comprising the following steps carried out by the control unit (12): Presetting (S1) a time profile (K) of a position (P) of the component (10A-10G) and / or a variable (G) describing a change in the position (P) along the adjustment path (B); Determining (S2) a deviation (A) of the position (P) and / or the variable (G) describing the change in the position (P) from the predetermined time course (K); and Operating (S4) the motor unit (110) in a braking mode based on the determined deviation (A).

20. The method according to claim 19, further comprising the step performed before and / or after the step of operating (S4) the motor unit (110) in braking mode: Operating (S3) the motor unit (110) in a motor mode to adjust the position (P) of the component (10A-10G) along the adjustment path (B).

21. Computer-readable storage medium (120) on which instructions are stored which, when executed by a control unit (12) of an adjustment arrangement (11) with a motor unit (110) for adjusting a component (10A-10G) along an adjustment path (B), cause the control unit (12) to carry out the method according to claim 19 or 20.

Images