JPH04237671A - Attitude setting device for on-vehicle equipment - Google Patents

Abstract

PURPOSE:To finely adjust the attitude of an on-vehicle equipment with high precision without frequently carrying out the ON/OFF-operation of a manual swicth means. CONSTITUTION:An electric current control means 4 for controlling the electric current which flows in an electric motor 2 for driving the on-vehicle equipment in installed. When a shift instruction signal is supplied from a manual switch means 1 to a drive control means 3, the control means 3 supplies a revolution instruction signal to the electric motor 2, and supplies the electric current instruction signal PW to the electric current control means 4. The electric current control means 4 increases the electric current which flows in the motor 2 from zero to a prescribed value in gradually ascending form according to the instruction signal PW. Accordingly, the revolution speed of the motor 2, i.e., also the attitude transmission speed of the on-vehicle equipment gradually increases in inclined form from zero to a prescribed value.

Description

[Detailed description of the invention]

0001

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an apparatus for setting the posture of on-vehicle equipment such as a vehicle seat and a steering wheel.

0002

[Prior Art] A posture setting device for on-vehicle equipment that uses an electric motor to adjust the posture of a vehicle seat, steering wheel, etc. is known (Japanese Patent Laid-Open Publication No. 62-39365).
.

This on-vehicle equipment attitude setting device adjusts the rotation angle of the seat 32 shown in FIG. 5, and adjusts the tilt angle and telescopic adjustment of the steering wheel 31 using manual switches SW1 to SW4. be.

FIGS. 6 and 7 are examples of an overall circuit for setting the attitude of on-vehicle equipment, with FIG. 6 showing the left side portion of the overall circuit, and FIG. 7 showing the right side portion. However, the microcomputer MC and oscillation circuit OSC are common to both figures.

[0005] In FIGS. 6 and 7, PW1 and P
W2 is a power supply circuit, RSC is a reset circuit, RDC is a failure monitoring circuit, SSC is a standby signal circuit, and IFC is an interface circuit. In addition, ADC is an A/D conversion circuit, RD1, RD2, and RD3 are relay drivers, and CD1
, CD2, CD3, CD4 are overcurrent detection circuits, AM1 is an amplifier circuit, RL1, RL2, RL3, RL4, RL5,
RL6 is a relay.

The power supply circuit PW1 converts the power of the on-board battery BT into a constant voltage of +5V, the reset circuit RSC generates a reset signal when the power is turned on, and the failure monitoring circuit RD
C generates a reset signal when a pulse signal does not arrive from the microcomputer MC for a predetermined time, and the power supply circuit PW2 generates predetermined voltages Vsb and Vsc.

[0007] The standby signal circuit SSC is a microcomputer MC.
When a standby signal arrives from the microcomputer MC, the microcomputer MC is put into standby mode and the power output of the power supply circuit PW2 is turned off.

The interface circuit IFC generates binary signals depending on the states of various switches.

The oscillation circuit OSC also generates clock pulses to be applied to the microcomputer MC, and relay drivers RD1,
RD2 and RD3 control two relays connected to them according to instructions from the microcomputer MC, and overcurrent detection circuits CD1, CD2, and CD3 control relays RL1, RL2, RL3, RL4, RL5, and RL6, respectively. The overcurrent detection circuit CD4 detects the overcurrent flowing to the DC motors M1, M2, and M3 through the relay driver RD.
1. Detect overcurrent of RD2 and RD3.

The A/D conversion circuit ADC has five analog input channels, and one of them is selected depending on the states of control terminals C0, C1, and C2. The digital data converted by the A/D conversion circuit ADC is
It is output as a serial signal from the output terminal OUT in synchronization with a clock pulse applied to the terminal CLK. Terminal C
S is chip select.

SSW is a vehicle speed sensor, and the output terminal of this vehicle speed sensor SSW is connected to an external interrupt terminal IRQ of the microcomputer MC via an interface circuit IFC. PSW is a parking switch, and this parking switch PSW opens and closes in conjunction with the parking brake lever.

MSW is a manual away switch that instructs manual away operation. The DSW is a door switch that opens and closes in response to opening and closing of the door. SEL is a selection switch for selecting one of the riding posture conditions in automatic mode, and parking switch PSW,
Either one of the manual away switch MSW and the door switch DSW is connected to the input port PI of the microcomputer MC via the interface circuit IFC.

KSW is a key switch that opens and closes depending on whether or not an engine key is attached. ASW is an auto switch that specifies whether to enable or disable the automatic getting on/off posture setting mode when getting on/off. REG is a regulator, and this regulator REG stabilizes the output of an alternator coupled to the output shaft of the engine.

[0014] IGS is an ignition switch;
This ignition switch IGS opens and closes in response to the operation of the engine key. When the ignition switch IGS is turned on, power is supplied to the ignition circuit of the engine.

ACCS is an accessory switch, and like the ignition switch IGS, the accessory switch ACCS opens and closes in response to the operation of the engine key. When the accessory switch ACCS is on, the on-vehicle electric circuit other than the engine drive system, that is, the accessory device (not shown) is powered on.

NLS is a neutral switch, which is turned on when the shift lever of the automatic transmission is in the neutral position, and turned off in other positions. P.K.
S is a parking position switch, and this position switch PKS is turned on when the shift lever is in the parking position, and turned off in other positions.

Motor M1 is a seat drive motor,
Connected to relays RL1 and RL2. Further, motor M2 is a motor for adjusting the tilt angle of steering wheel 31, and is connected to relays RL3 and RL4. Furthermore, the motor M3 is connected to the steering wheel 31
This is a telescopic adjustment motor and is connected to relays RL5 and RL6.

Further, PM1, PM2, PM3 are potentiometers, the potentiometer PM1 is for the seat position, and the potentiometer PM2 is for the steering wheel 31.
The potentiometer PM3 detects the tilt position of the steering wheel 31 and the telescopic position of the steering wheel 31, respectively. The outputs of these potentiometers PM1, PM2, PM3 are supplied to input channels A0, A1, and A2 of an A/D conversion circuit ADC, respectively, via an amplifier circuit AM1.

SW1, SW2, SW3, and SW4 are manual attitude setting switches, setting switch SW1 is a switch for tilting up the steering wheel 31, setting switch SW2 is a switch for tilting down the steering wheel 31, and setting switch SW3 is a switch for tilting the steering wheel 31. A telescopic shortening switch 31 and a setting switch SW4 are telescopic extension switches for the steering wheel 31.

One end of each of these manual attitude setting switches SW1, SW2, SW3, and SW4 is connected to each tap of a resistive voltage divider connected to the power supply line, and the other end of each is connected in common. It is connected to the input channel A3 of the A/D conversion circuit ADC via. Further, the midpoint CP of the resistor voltage divider connected to the output of the battery BT is connected to the input channel A4 of the A/D conversion circuit ADC.

[0021] Therefore, the microcomputer MC selects a predetermined channel and reads the output of the A/D conversion circuit ADC to determine the seat position, the tilt position of the steering wheel, the telescopic position, and the states of the manual posture setting switches SW1 to SW4. and the output voltage of battery BT can be known.

FIG. 8 is a time chart showing the operations of relay RL3 and motor M2 when setting switch SW1 is turned on.

In FIGS. 6, 7 and 8, when the setting switch SW1 is turned on at time t0, the signal S1 becomes "
Then, the microcomputer MC supplies a command signal to the relay driver RD2, and the relay RL3 reaches the time t.
The motor M2 is turned on for a period Ta from time 0 to time t1, for example, 0.06 seconds, and the motor M2 also rotates for the period Ta in a direction in which the steering wheel is tilted up (normal rotation).

Subsequently, the microcomputer MC turns off the relay RL3 for a period Tb from time t1 to time t2, for example, 0.2 seconds, and the motor M2 is also stopped. Then, the microcomputer MC turns on the relay RL3 for a period from time t2 until time t3 when the setting switch SW1 is turned off and the signal S1 goes to the "L" level, and rotates the motor M2 in the forward direction.

The operations of relay RL4 and motor M2 when setting switch SW2 is turned on are the same as when setting switch SW1 is turned on. Also,
Even when the setting switches SW3 and SW4 are turned on (in this case, telescopic adjustment is performed), the operation is similar to that shown in FIG. 8, so a description thereof will be omitted.

By the way, as mentioned above, when the motor M2 is operated for a period Ta and then stopped for a period Tb,
The reason why it is restarted after that is due to the following reasons.

In other words, if the switch SW1 is turned off before time t2 after the setting switch SW1 is turned on, the motor M2 can be operated for the period Ta, so the on/off operation of the setting switch SW1 is By repeating this, you can make fine adjustments to the tilt up while checking the tilt position of the steering wheel. Note that fine adjustments can be made in the same manner as described above in the case of tilt-down, telescopic, and seat position adjustment.

[0028]

[Problems to be Solved by the Invention] However, in the above-mentioned conventional attitude setting device for on-vehicle equipment, during fine adjustment,
The manual posture setting switch had to be turned on and off frequently, which was troublesome.

[0029]

[Means for Solving the Problems] In order to solve the above-mentioned problems, the present invention generates signals S1 and S2 that instruct the movement of on-vehicle equipment in one direction and the other, as shown in FIG. a manual switch means 1 for driving on-vehicle equipment in one direction and the other direction; a drive control means 3 that supplies a directional rotation command signal and generates a current command signal PW that increases the current flowing through the electric motor 2 from zero to a predetermined current value within a certain period of time;
It is characterized by comprising current control means 4 that controls the current flowing through the electric motor 2 in accordance with the current command signal PW from the drive control means 3.

[0030]

[Operation] Movement instruction signal S from manual switch means 1
1 or S2 is supplied to the drive control means 3, the drive control means 3 supplies the electric motor 2 with a one-way rotation command signal or another direction rotation command signal. Further, the drive control means 3 supplies a current command signal PW to the current control means 4. The current control means 4 increases the current flowing through the electric motor 2 from zero to a predetermined current value within a certain period of time in accordance with the current command signal PW. As a result, the rotational speed of the electric motor 2 increases from zero to the predetermined speed within a certain period of time, and the attitude setting movement speed of the on-vehicle equipment also changes from zero to the predetermined speed.

[0031]

DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 2 is a block diagram of an embodiment of the present invention, in which the invention is applied, for example, to tilt up and down adjustment of a steering wheel. In the example of FIG. 2, only the main parts are shown, and the amplifier, oscillation circuit, potentiometer, etc. in the overall circuit shown in FIGS. 6 and 7 are omitted.

In FIG. 2, 10 is a manual switch, 11 is an A/D conversion circuit, 12 is a microcomputer (drive control means), 13a and 13b are relay drive circuits, RL3 and RL4 are relays, and M2 is a steering wheel. This is an electric motor that drives the wheel in the tilt angle direction. Further, 14 is a current control circuit that controls the magnitude of the current flowing through the motor M2.
Control the current of 2.

When the manual switch 10 is set to the terminal 10a side, a one-way (tilt-up direction) movement instruction signal S1 is sent to the microcomputer 12 via the A/D conversion circuit 11.
When the manual switch 10 is set to the terminal 10b side, the other direction (tilt down direction) movement instruction signal S2 is sent to the microcomputer 12 via the A/D conversion circuit 11.
is supplied to The microcomputer 12 receives a one-way movement instruction signal S1
Based on the unidirectional rotation command signal S1', the drive circuit 13
a and controls the on/off of relay RL3. Furthermore, based on the other direction movement instruction signal S2, the microcomputer 12 supplies the other direction rotation instruction signal S2' to the drive circuit 13b to control on/off of the relay RL4.

FIG. 3 is a processing flowchart of the microcomputer 12 in the example of FIG.

In step 100 of FIG. 3, it is determined whether the manual switch 10 is turned on. If it is not switched on, go to step 10.
1, sets the current setting value I to "0", and returns. Further, if the manual switch 10 is turned on in step 100, step 102
Then, the command signal S1' or S2' is output to the relay RL3 or relay RL4 depending on whether the supplied signal is the command signal S1 or S2.

[0036] The process then proceeds to step 103, where I
Set +A to current setting value I. However, A is a sufficiently small constant. Then, the process proceeds to step 104, where it is determined whether or not the current setting value I is greater than a predetermined steady-state current value IB. In this step 105, the steady current value IB is set to the current setting value I, and step 1
Proceed to 06.

In step 106, the microcomputer 12 supplies a command signal PW to the current control circuit 14 so that the current IM flowing through the motor M2 becomes the current setting value I. and,
The process returns to step 100.

If the manual switch 10 is turned on in step 100, steps 102-1
06 is processed repeatedly. The current setting value I starts from "0" and is set at 1 of steps 100, 102 to 106 above.
The constant A is added and gradually increased until the steady current value IB is reached every cycle. Therefore, motor current IM
is gradually increased in an inclined manner until the current value reaches IB, and is gradually increased in an inclined manner until the rotational speed of the motor M2 reaches a predetermined speed. As a result, the moving speed of the steering wheel is also gradually increased in an inclined manner until it reaches a predetermined speed.

FIG. 4 is a time chart of the signal S1, relay RL3, motor current IM, and motor rotation speed.

In FIG. 4, at time t0, when the signal S1 shown in (A) changes from the "L" level to the "H" level,
Relay RL3 shown in (B) is turned on from off. Then, as shown in (C) and (D) of FIG. 4, the motor current IM and the motor speed gradually increase in an inclined manner from time t0, and reach a steady current value IB and a predetermined speed at time t2'. , becomes constant. Therefore, the tilt-up speed of the steering wheel also gradually increases from zero in an inclined manner until it reaches a constant speed. Then, at time t3, signal S1
goes from “H” level to “L” level, relay RL
3 is turned off, and the motor current IM and motor speed become zero.

[0041] The motor current IM and the motor speed from time t0 to t2' may increase linearly as shown by the solid line, or may increase in a curved manner as shown by the dotted line and the dashed-dotted line. You can also do it like this.

Note that the relationship among the signal S2, relay RL4, motor current IM, and motor rotational speed is the same as in the example of FIG. 4, so a description thereof will be omitted.

According to the above-described embodiment of the present invention, the attitude setting movement speed of the steering wheel is configured to gradually increase in an inclined manner and then become a constant speed. Fine adjustment of the steering wheel attitude can be made with higher precision without having to turn off relays RL3 and RL frequently.
Frequent on/off operations of relays RL3 and RL4 can be avoided, noise associated with on/off operations can be reduced, and the lifespan of relays RL3 and RL4 can be extended.

In the example shown in FIG. 2, the overcurrent detection circuit for the current of the motor M2 is omitted, but this overcurrent detection circuit is provided on the preceding stage of the current control circuit 14.

Furthermore, although the examples shown in FIGS. 2 to 4 above are examples of tilt-up and tilt-down adjustment of the steering wheel, the present invention can also be applied to telescopic adjustment of the steering wheel, rotational position adjustment of the seat, etc. Of course, it can be applied.

[0046]

As described above, according to the present invention, there is provided a manual switch means for generating a signal instructing the movement of on-vehicle equipment in one direction and the other direction, In accordance with the movement instruction signal from the electric motor driven in the direction and the manual switch means, one direction rotation command signal and another direction rotation command signal are supplied to the electric motor, and the current flowing through the electric motor is increased from zero to a predetermined value within a certain period of time. A drive control means that generates a current command signal to increase the current value, and a current control means that controls the current flowing to the electric motor according to the current command signal from the drive control means, and controls the attitude of the onboard equipment. Since the set movement speed is configured to gradually increase from zero to a predetermined speed, fine adjustment of the attitude of on-vehicle equipment can be made with high precision without frequently turning on and off the manual switch means. be able to.

[Brief explanation of the drawing]

FIG. 1: Complaint correspondence diagram.

FIG. 2 is a block diagram of an embodiment of the invention.

FIG. 3 is a flowchart of steering wheel tilt angle adjustment.

FIG. 4 is an operation time chart for adjusting the tilt angle of the steering wheel.

FIG. 5 is a perspective view of the interior of the vehicle showing an example of on-vehicle equipment.

FIG. 6 is a diagram showing a part of an example of an overall circuit for setting the attitude of on-vehicle equipment.

FIG. 7 is a diagram showing another part of an example of the overall circuit for setting the attitude of on-vehicle equipment.

FIG. 8 is an operation time chart of a conventional posture setting device.

[Explanation of symbols]

1, 10...Manual switch means 2, M2...Electric motor 3...Drive control means 4, 14...Current control means 12...Microcomputer

Claims (1)

[Claims] 1. Manual switch means for generating a signal instructing movement of on-vehicle equipment in one direction and the other direction, an electric motor for driving on-vehicle equipment in one direction and the other direction, and manual switch means. A current command signal that supplies one direction rotation command signal and another direction rotation command signal to the electric motor according to the movement command signal from What is claimed is: 1. An attitude setting device for on-vehicle equipment, comprising: a drive control means for generating a current, and a current control means for controlling a current flowing through an electric motor according to a current command signal from the drive control means.