Handling of a fault condition of a pneumatic seat adjustment

Abstract

A method (200) for controlling a motor vehicle (105) comprises steps of detecting (205) a fault signal relating to a pneumatic actuator (120) at a seat (110) of the motor vehicle (105); determining (220) a driving state of the motor vehicle (105); determining (235) whether a circumstance indicated by the fault signal is appropriate for the driving state; and forwarding (240) the fault signal depending on a determination result.

Description

[0001] -3111 PIF

[0002] 1

[0003] Treatment of a fault condition in a pneumatic seat adjustment

[0004] The present invention relates to a pneumatic seat adjustment mechanism for a seat on board a motor vehicle. In particular, the invention relates to the treatment of a fault condition of such a seat adjustment mechanism.

[0005] A motor vehicle includes a seat with pneumatic seat adjustment. For example, lumbar support can be in the form of a pneumatic cushion whose inflation level can be controlled by a control unit. The control unit is usually integrated with the seat. An electric air pump can be used as the actuator to inflate the cushion, and an electric control valve to deflate it. The seat, together with the actuators and the control unit, forms a self-contained unit that can be integrated into the vehicle's management system. Should a fault occur, the seat's control unit can transmit a corresponding fault signal to a higher-level control unit of the vehicle.

[0006] The control unit can manage and store error messages from various sources on board the vehicle. Optionally, error signals can be transmitted to an external location.

[0007] A pneumatic seat adjustment mechanism can be subject to external factors that cannot be detected by the seat's control device. For example, pneumatic pressure in an actuator can drop if the air inside cools down. Generally, the actuator's function is linked to a ratio of pneumatic pressures between an inside and an outside surface, so a change in conditions on the outside can affect its function. A malfunction determined by the seat is described under Um--3111 PIF.

[0008] 2

[0009] would not be due to a defect in the seat, but to external circumstances.

[0010] One of the problems underlying the present invention is to provide an improved technique for dealing with a fault condition of a pneumatic seat adjustment mechanism in a vehicle. The invention solves this problem by means of the subject matter of the independent claims. Dependent claims describe preferred embodiments.

[0011] According to a first aspect of the present invention, a method for controlling a motor vehicle comprises steps of detecting a fault signal relating to a pneumatic actuator on a seat of the motor vehicle; determining a driving state of the motor vehicle; determining whether a circumstance to which the fault signal indicates is appropriate for the driving state; and forwarding the fault signal depending on a determination result.

[0012] By considering the driving condition, it is possible to better determine whether an error signal corresponds to an actual fault in the pneumatic actuator. The driving condition can be used as part of world knowledge to relativize the error signal. In the case of an actual fault, the circumstance is not appropriate for the driving condition. If it is a constraint, an external influence, or an expected result, then the circumstance is appropriate for the driving condition, and there is actually no fault. The method can be used to determine actual fault signals. For this purpose, an error signal to which a circumstance appropriate for the driving condition is assigned can be discarded. Conversely, many signals that do not indicate an actual fault can be collected. -3111 PIF

[0013] 3

[0014] The driving state can, in particular, encompass a driving situation of the motor vehicle. Generally, a driving state can be defined by a collection of parameters related to the function and / or movement of the motor vehicle. The driving situation can combine several parameters and, for example, include a maneuver, a reaction to an external influence, or a parameter related to the environment, especially another road user. Exemplary driving situations include driving through a tunnel or driving the motor vehicle at a high altitude. When the motor vehicle drives through a tunnel, the external air pressure can change very rapidly. This change can occur upon entering, passing through, or exiting the tunnel. The actuator's function can be affected by this. When driving at a high altitude, the external air pressure can be unusually low.Furthermore, the air may be thinner than usual, altering its flow characteristics. Additionally, the air may be cooler than normal. These factors can significantly affect the function of the pneumatic actuator.

[0015] Certain parameters of the driving condition are particularly suitable for consideration by the proposed technology. In one embodiment, the pneumatic pressure of the ambient air is determined based on the driving condition, and it is determined whether the ambient pressure is appropriate. The pneumatic pressure of the ambient air can be measured by a sensor. This sensor can, for example, be part of a drive system that includes an internal combustion engine. In another embodiment, the geographical position of the vehicle can be determined, and its altitude above sea level can be determined based on map data. The ambient pressure can then be determined based on this altitude. In yet another embodiment, the ambient pressure can be determined based on the geographical position of the vehicle using weather reports or a weather forecast.The geographical position of Kraft--3111 PIF.

[0016] 4

[0017] The vehicle's position can be determined, for example, using a receiver for signals from a global navigation satellite system (GNSS). In other embodiments, the position can also be determined, for example, based on a hodometer or with respect to a landmark detected in the vicinity of the vehicle and corresponding map data. Other approaches are also possible.

[0018] In a further embodiment, the ambient air temperature is determined based on the driving conditions. It can then be determined whether the temperature is appropriate. The temperature can be determined, in particular, by means of a sensor on board the vehicle. The sensor can, for example, be part of an air conditioning or automatic climate control system. Alternatively, the temperature can be determined based on weather data related to the vehicle's geographical position. Similarly, solar radiation can be determined based on the driving conditions, and it can be determined whether the solar radiation is appropriate. The solar radiation is preferably determined by means of a suitable sensor, which can, for example, be part of the vehicle's heating, ventilation, air conditioning (HVAC) system.

[0019] According to yet another embodiment of the present invention, the relative humidity of the ambient air can be determined based on the driving conditions, whereby it is determined whether the relative humidity is appropriate. Relative humidity is usually determined relative to temperature. The relative humidity can be measured on board the vehicle. Alternatively, the relative humidity can be determined based on weather observations or a weather forecast for the vehicle's geographical location.-3111 PIF

[0020] 5

[0021] Certain error signals can be evaluated particularly advantageously for the technology proposed herein. In one embodiment, the error signal relates to the pneumatic actuator reaching a predetermined position. In particular, the error signal can indicate that the pneumatic actuator was unable to reach the predetermined position. This is usually due to the fact that the pneumatic pressure in the actuator could not be sufficiently increased or decreased. However, the position may also not have been reached because an external mechanical load is too great or because the ambient pressure is outside an expected range.

[0022] In another embodiment, the error signal relates to the adjustment time until the pneumatic actuator reaches a predetermined position. In particular, the error signal can indicate that the predetermined position was reached unexpectedly quickly or unexpectedly slowly. Such an error can be attributed to external circumstances, for example, very cold, very thin, or very dry air.

[0023] In yet another embodiment, the fault signal can relate to the pneumatic actuator maintaining a predetermined position. A position assumed by the actuator can change if environmental influences change. By considering the operating condition, it can be prevented, for example, that a fault signal regarding a perforated or otherwise not airtight actuator is transmitted when external influences actually change the actuator's position.

[0024] In another embodiment, the error signal relates to the interaction of several actuators. In one variant, the expected mutual interference does not occur; in another variant, an unexpected mutual interference is observed. In both cases, it can be tested whether the expected or absent mutual interference occurred.

[0025] 6

[0026] The issue may be influenced by the vehicle's driving condition. Furthermore, it can be checked whether the phenomenon occurs at multiple seats in the vehicle, each equipped with a corresponding pneumatic actuator. If so, the probability of a common influence from external circumstances related to the driving condition is high.

[0027] Comparisons can be made to analyze parameters of a circumstance. In one embodiment, a range of values ​​is determined for a parameter associated with the circumstance, based on the driving condition. The circumstance is considered appropriate for the driving condition if the parameter lies within this range. It should be noted that the parameter range can also be unidirectional, i.e., practically from negative infinity to a predetermined value or from a predetermined value to positive infinity. In this case, compliance with the range can be determined by a single comparison. If the range includes a lower and an upper threshold, two comparisons are required to check whether the parameter lies within or outside the range. Exemplary parameters include, in particular, pressure, temperature, or relative humidity.

[0028] In a further development of the invention, an explanation of why the error signal is appropriate for the driving condition is provided to a person on board the motor vehicle. This allows the person to understand why a condition detected at the seat does not actually indicate a fault, but is caused by the driving condition. This enables the person to handle the seat more effectively. In particular, it prevents the impression that the seat is defective when there is actually no rectifiable malfunction. In one embodiment, the explanation is provided in natural language, for example, by means of a voice-controlled assistant on board the motor vehicle.-3111 PIF

[0029] 7

[0030] The fault signal can be forwarded along with information about the driving condition. Particularly if the condition is not appropriate, the fault signal, together with the driving condition information, can be subjected to further analysis later. This allows for the further development and improvement of the pneumatic actuator's function on the seat. The information about the driving condition can include a parameter associated with the driving condition or the specific circumstance. Furthermore, a range can be specified within which the parameter should lie to assume appropriate behavior. This can support troubleshooting or the further development of a pneumatically adjustable seat for a motor vehicle.

[0031] According to a further aspect of the present invention, a control device for a motor vehicle comprises a first interface for acquiring a fault signal relating to a pneumatic actuator on a seat of the motor vehicle; a second interface for acquiring a driving state of the motor vehicle; and a processing unit. The processing unit is configured to determine whether a condition indicated by the fault signal is appropriate for the driving state; and to forward the fault signal depending on the result of this determination.

[0032] In different variations, the processing device can be configured to forward the error signal if the circumstance is deemed appropriate, or if it is deemed inappropriate.

[0033] The processing device is preferably configured to partially or completely execute a method described herein. For this purpose, the processing device may be electronic and may, for example, comprise an integrated circuit, a programmable logic device, or a programmable microcomputer. Das-3111 PIF

[0034] 8

[0035] The method can be implemented as a configuration or as a computer program product with program code for the processing device. The configuration or computer program product can be stored on a computer-readable data carrier. Features or advantages of the method can be transferred to the device or vice versa.

[0036] According to yet another aspect of the present invention, a motor vehicle comprises a seat with a pneumatic actuator and a control device described herein. The seat may also comprise several pneumatic actuators, which are controlled or monitored by means of the control device. The motor vehicle may also have several seats, each with at least one pneumatic actuator. A pneumatic actuator may, for example, adjust the position of a seat surface, a backrest, an armrest, a headrest, or a support cushion. The motor vehicle preferably comprises a motorcycle or a passenger car. The seat is configured so that a person may sit on it while on board the motor vehicle. Typically, the motor vehicle comprises at least one seat assigned to a driver of the motor vehicle. In addition, seats may be provided for a front-seat passenger or one or more passengers.

[0037] The invention will now be described in more detail with reference to the attached drawings, in which:

[0038] Figure 1 a system; and

[0039] Figure 2 shows a flowchart of a process

[0040] illustrated.

[0041] Figure 1 shows a system 100 on board a motor vehicle 105. The system 100 comprises at least one seat 110 for a passenger 115 on board the motor vehicle 105. The seat 110 comprises a pneumatic 3111 PIF.

[0042] 9

[0043] Actuator 120 and a local control unit 125. The control unit 125 is connected to an operating element 130, which is usually located in the area of ​​the seat 110. The control unit 125 can increase or decrease the pneumatic pressure within the actuator 120. For example, a pump 135 is provided for increasing the pressure and a valve 140 for decreasing it.

[0044] The components 120 to 140 mentioned above are usually integrated with the seat 110.

[0045] System 100 further comprises a control device 150. The control device 150 includes a processing unit 155 with a first interface 160 and a second interface 165. A data storage device 170 is also optionally provided.

[0046] The first interface 160 connects the control device 150 to the seat 110 and, in particular, to its control unit 125. A status or fault signal relating to the seat 110 or the pneumatic actuator 120 can be received via the first interface 160. The second interface 165 is connected to one or more devices, each of which can provide information about a driving condition of the motor vehicle 105. These devices may, in particular, be one or more sensors 175 or a subsystem 180 of the motor vehicle 105. The subsystem 180 preferably comprises a control unit and is configured to control a predetermined function or a predetermined set of functions on board the motor vehicle 105.Exemplary subsystems 180 include a ventilation control, an air conditioning control, a drive motor control, a geographical position determination device, a navigation system, or an entertainment system.

[0047] It is proposed that the control device 150 is configured to detect a fault signal from the seat 110 or the control unit 125 depending on--3111 PIF

[0048] 10

[0049] to assess the suitability of a driving condition of the motor vehicle 105 and in particular to decide whether there is a fault in the seat 110 or whether the driving condition is the cause of an observed behavior or circumstance.

[0050] Figure 2 shows a flowchart of a method 200 for controlling a seat 110 on board a motor vehicle 105. In step 205, a fault signal is determined, which arrives at the control device 150 via the first interface 160. A condition underlying the fault signal or to which the fault signal indicates can be determined in step 210. For this purpose, the fault signal can include a corresponding indication. In step 215, a parameter can be determined that is associated with the condition. The parameter can, in particular, include a physical parameter that can be determined on board the motor vehicle 105.

[0051] Starting from the fault signal in step 205, a driving state of the motor vehicle 105 can be determined in step 220. The driving state is preferably determined based on information from different sources, in particular a sensor 175 or a subsystem 180. The driving state can include several physical parameters that can be observed on board the motor vehicle 105.

[0052] Based on the driving condition or the corresponding parameters, a driving situation can be determined in step 225. The driving situation can take into account a temporal progression of one or more parameters of the driving condition. For example, the driving situation can include a driving maneuver or a situation such as stop-and-go driving, driving on a highway, or a traffic jam. Other driving situations can also be determined.

[0053] In step 230, based on the driving condition, in particular the specific parameters, and / or the specific driving situation, for ei--3111 PIF

[0054] 11

[0055] One or more physical parameters can be used to define a range. Which parameters are considered can be determined based on the parameters determined in step 215.

[0056] In step 235, a specific parameter can be compared with a specific parameter range. If the parameter lies within the assigned parameter range, it can be assumed that an observed circumstance, to which the error signal indicates, is appropriate for the detected driving condition. This means that there is actually no malfunction. If the parameter lies outside the assigned parameter range, it can be assumed that the error signal actually indicates a malfunction of the seat.

[0057] In step 240, further information can be added to the determination result. This information can include, in particular, the fault signal, the driving state, the driving situation, a specific parameter, and / or a specific parameter range. The fault signal and the added information can then be forwarded accordingly. In one embodiment, only indications of an actual malfunction are forwarded; in another embodiment, only indications of a merely suspected malfunction. In yet another embodiment, indications of a malfunction are forwarded to a different location than indications of a suspected malfunction. The forwarded information can, for example, be stored in data memory 170.-3111 PIF

[0058] 12 reference marks

[0059] 100 System

[0060] 105 motor vehicles

[0061] 110 seats

[0062] 115 passengers, person

[0063] 120 pneumatic actuator

[0064] 125 control unit

[0065] 130 Control element

[0066] 135 pump

[0067] 140 valve

[0068] 150 Control device

[0069] 155 Processing unit

[0070] 160 first interface

[0071] 165 second interface

[0072] 170 data storage devices

[0073] 175 Sensor

[0074] 180 Subsystem

[0075] 200 procedures

[0076] 205 Determine error signal

[0077] 210 Determine the circumstance

[0078] Determine 215 parameters

[0079] 220 Determine driving condition

[0080] 225 Determine driving situation

[0081] 230 Determine the range for parameters

[0082] Is the 235 error signal appropriate?

[0083] 240 pieces of information, forward error signal

Claims

-3111 PIF 13 Claims 1. Procedure (200) for steering a motor vehicle (105), comprising the following steps: Detection (205) of a fault signal relating to a pneumatic actuator (120) on a seat (110) of the motor vehicle (105); Determine (220) a driving condition of the motor vehicle (105); determine (235) whether a circumstance to which the fault signal indicates is appropriate for the driving condition; and Forwarding (240) the error signal depending on a determination result.

2. Method (200) according to claim 1, wherein the driving condition comprises a driving situation.

3. Method (200) according to claim 1 or 2, wherein a pneumatic pressure of ambient air is determined on the basis of the driving condition; and wherein it is determined whether the circumstance with regard to the ambient pressure is appropriate.

4. Method (200) according to one of the preceding claims, wherein a temperature of an ambient air is determined on the basis of the driving condition; and wherein it is determined whether the circumstance with regard to the temperature is appropriate.

5. Method (200) according to any of the preceding claims, wherein an ambient air humidity is determined on the basis of the driving condition; and wherein it is determined whether the circumstance regarding the air humidity is appropriate.-3111 PIF 14 6. Method (200) according to one of the preceding claims, wherein the fault signal relates to the achievement of a predetermined position by the pneumatic actuator (120).

7. Method (200) according to one of the preceding claims, wherein the fault signal relates to an adjustment time until a predetermined position is reached by the pneumatic actuator (120).

8. Method (200) according to one of the preceding claims, wherein the fault signal relates to the pneumatic actuator (120) maintaining a predetermined position.

9. Method (200) according to one of the preceding claims, wherein the fault signal relates to an interaction of several actuators (120).

10. Method (200) according to one of the preceding claims, wherein a range of values ​​is determined for a parameter associated with the circumstance on the basis of the driving condition; and wherein it is determined that the circumstance is appropriate for the driving condition if the parameter lies within the range.

11. Method (200) according to one of the preceding claims, wherein an explanation of why the fault signal is appropriate for the driving condition is provided to a person (115) on board the motor vehicle (105).

12. Method (200) according to one of the preceding claims, wherein the fault signal is forwarded together with an indication of the driving condition.-3111 PIF 15 13. Control device for a motor vehicle (105), wherein the control device comprises the following elements: a first interface (160) for detecting a fault signal relating to a pneumatic actuator (120) on a seat (110) of the motor vehicle (105); a second interface (165) for recording a driving state of the motor vehicle (105); and a processing device (155) which is configured to determine whether a circumstance indicated by the fault signal is appropriate for the driving condition; and to forward the fault signal depending on a determination result.

14. Motor vehicle (105) comprising a seat (110) with a pneumatic actuator (120); and a control device according to claim 13.

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