JPS6239366A - Attitude set device of onvehicle equipment - Google Patents

Abstract

PURPOSE:To prevent the occurrence of mulfunction due to a voltage drop, by a method wherein, when one of driving means respectively mounted to plural onvehicle equipments is energized, after the influence of an inrush current generated during the starting of energization of the driving means is rendered ineffective, the different driving means can be energized. CONSTITUTION:In a vehicle equipped with a seat rotation mechanism, a tilt steering mechanism, and a telescopic steering mechanism as onvehicle equipments, motors M1-M3 are mounted to the their respective driving sources for the mechanism. Potentiometers PM1-PM3, detecting regulation of attitude of the mechanisms, and attitude set switches SW1-SW4, instructing regulation of attitude of the mechanisms, are provided. During operation for regulation of attitude of the onvehicle equipments, a CPU controls such that, when the switches SW1-SW4 are respectively turned ON, the motor M (suffix is abbreviated) is energized, and after a transient current during the starting of energization is enoughly stabilized, the motor M for the different onvehicle equipment is energized.

Description

DETAILED DESCRIPTION OF THE INVENTION [Objective of the Invention] [Field of the Invention 1] The present invention relates to an on-vehicle posture setting device that uses an electric motor to position and drive the posture of a seat, a steering operation section, etc. The present invention relates to an on-vehicle equipment attitude setting device that includes a drive system and a plurality of attitude adjustment mechanisms, and automatically positions a plurality of on-vehicle equipment at predetermined positions based on a predetermined instruction.

[Prior Art] Generally, in a vehicle, the driver seat position, steering wheel position, etc. can be freely adjusted so that the driver driving the vehicle can easily perform all driving operations.

The driver seat, steering wheel, etc. are set to the driving position. However, when driving, seats are positioned so that only the space necessary for the driver to move his arms and legs is left, so if the driver remains in this state, the steering wheel and seat back will become obstructed when the driver gets in and out of the vehicle. Therefore, the driver cannot get in or out of the vehicle without taking an unnatural posture.

Therefore, an on-vehicle attitude control system (patent application) was developed in which the steering operation part's dial 841m and telescope mechanism are electrically powered to position the steering operation part in a retracted position when getting on or off, and at a predetermined driving position when driving. No. 130884/1984), and a rotation control device for a car seat (Japanese Patent Laid-Open No. 58/1983) which is equipped with a device that rotates the seat using an electric mechanism so that the seat faces the entrance when getting on and off.
No. 214423) has been proposed.

[Problem to be Solved by the Invention J] By the way, a vehicle has a plurality of electric attitude setting devices attached to each of the steering operation section, seat, mirror, etc.

Therefore, when setting the evacuation posture and returning to the pre-evacuation posture when the driver gets on and off the vehicle as described above, or when adjusting the posture according to the driver's physique, it is recommended to adjust the posture of multiple onboard equipment. preferable.

In this type of device, since the speed of the drive source (electric motor) is slow, attitude adjustment takes a relatively long time. Therefore,
When adjusting the attitude of multiple onboard equipment, it is better to drive multiple onboard equipment at the same time to complete the attitude setting in a shorter time.

However, when multiple electric motors are driven at the same time, a very large current flows, resulting in a large voltage drop due to wiring, etc. As a result, the posture increases by 111! The drive of the fi1 device itself may stop or other devices may malfunction.

For this reason, conventionally, even if it is necessary to adjust the attitude of a plurality of on-vehicle equipment, once the attitude setting of one is completed and its electric motor is stopped, driving of the other on-vehicle equipment is started. Therefore, it takes a very long time to set the posture.

An object of the present invention is to shorten the time required to set the attitude of a plurality of on-vehicle equipment when attitude adjustment is required, and to prevent malfunctions of various devices during attitude adjustment.

[Structure of the Invention] [Means for Solving the Problems] In order to achieve the above object, in the present invention, when it becomes necessary to adjust the attitude of a plurality of on-vehicle equipment, the drive of one on-vehicle equipment is first adjusted. After the transient current at the start of energization of the drive source is sufficiently stabilized, the drive of the other on-vehicle equipment is started.

[Operation] Generally, a very large transient current (rush current) flows through an electric motor immediately after energization. Therefore, when a plurality of electric motors are started to be energized at the same time, the total amount of current flowing through the battery becomes even larger, and when this energization is started, there is a significant voltage drop in the wiring and the battery itself. However, the inrush current flows only immediately after the start of energization, and then within a short period of time.

The current value returns to its steady value. In steady state, the sum of current flowing through the battery is within an acceptable range even when many electric motors are driven simultaneously.

Therefore, a plurality of drive systems may be driven simultaneously if the timings of starting energization are shifted from each other by an amount corresponding to the current transient period. Note that it is not necessary to predetermine the time difference at the start of energization if it is determined whether or not it is the transient period of the Wl flow by actually measuring the value of the current flowing through the battery or the like.

By the way, when automatically adjusting the steering wheel's tilt posture and rotation axis position when getting on and off,
a) Giving the driver the feeling that the steering wheel quickly moves away from the driver during operation gives the driver a stronger sense of freedom.

Furthermore, during the return operation, the slower the steering wheel starts approaching the driver, the less pressure is felt on the driver. However, in the case of a return operation, if the completion of positioning the steering wheel to the driving position is delayed, the time it takes to become ready to drive will be delayed.

Therefore, in a preferred embodiment of the present invention, during an away operation, the attitude adjustment of the telescope mechanism is started first, and
Next, the attitude adjustment of the tilt mechanism will begin. Further, during the return operation, the attitude adjustment of the tilt mechanism is started first, and then the attitude adjustment of the telescope mechanism is started. Retracting the telescope mechanism, that is, adjusting the posture in the shortening direction, is easier than retracting the tilt mechanism, that is, adjusting the posture in the upward direction.
Since it feels like the steering wheel is moving away from the driver, adjusting the attitude of the tilt mechanism first gives the driver a stronger sense of freedom. By leaving the posture adjustment of the telescope mechanism behind when returning, the driver feels less pressure.

[Example] Hereinafter, the present invention will be described in detail with reference to the drawings.

1 and 2 show the vicinity of the driver's seat of an automobile equipped with an on-vehicle attitude setting device embodying the present invention. The attitude setting device of this embodiment includes a tilt steering mechanism that adjusts the tilt angle of the steering wheel 10, a telescopic steering mechanism that adjusts the length of the rotation axis of the steering wheel 10, and a tilt steering mechanism that rotates the seat 5 about a vertical axis. It is equipped with a seat rotation mechanism. 1st
The state shown in the figure is the normal driving position, and the state shown in FIG. 2 is the getting on and off position.

In this embodiment, when setting the posture for getting on and off, as shown in FIG. 2, the steering wheel 10 is set to the tilt-away position (upper limit position of the tilt mechanism), and the seat 5 is rotated to face the entrance .

The telescopic steering mechanism is oriented at a predetermined position.

Switch 5WI-8W4 is the steering wheel 10
This is a manual switch for manually adjusting the tilt angle and length of the rotation axis.

The switch ASW is an auto switch for setting whether or not to automatically set the posture for getting on and off when getting on and off the vehicle. The switch MSW is a manual away switch that instructs to set the posture for getting on and off the vehicle under specific conditions.

In addition to this, there are also positions not shown (positions that are difficult to operate).
is equipped with a selection switch (SEL) for selecting conditions for setting the posture for automatic boarding and exiting.

In Figure 1, 2 is the ignition key (i.e. engine key) and 3 is the transmission shift lever.
(in this example, automatic transmission), and 4 is a parking brake lever.

The seat base supporting the seat 5 is fixed to a rotary table (1, 22) located below the seat base, and the rotary table is pivotally connected to the base (123). It rotates about 30 degrees from the driving position shown in Figure 1 to the getting-on/off position shown in Figure 2.

Rotating stand 122 provided below the seat 5. The plane of the base 123 etc. is shown in Figure 3a, and the front view is shown in Figure 3b.

Further, when referring to these drawings, in which a cross section taken along the line mc-mc in FIG. 3a is shown in FIG. is fixed to.

A spherical depression 126 for use as a ball receiver is formed on the circumference of the base 123 centered on the shaft 125. A steel ball 127 is inserted into the depression 126, and the steel ball 127 is inserted into the base. A ring 128 welded to 123 holds the steel ball 127 in place, and this ring 128 prevents the steel ball 127 from falling off. Similar dimples and steel balls.

A plurality of steel balls 127 are arranged at predetermined angles on the circumference around the shaft body 125 , and these steel balls 127 are supported by the base 123 , and these steel balls 127 support the rotary table 122 .

The shaft 125 has a gear 1 as clearly seen in FIG. 3c.
29 is fixed, and a worm (
A rotating shaft of a DC motor 130 (Ml in FIG. 6) is mechanically connected to this worm via a heavy gear (not shown). In addition, the worm is equipped with a potentiometer PMI for attitude detection, which will be described later.
are combined. When the DC motor 130 is driven in the normal direction, the rotary table 122 rotates clockwise, and when the DC motor 130 is driven in the reverse direction, it rotates counterclockwise.

A braking means 132 is provided between the rotary table 122 and the base 123 for applying frictional resistance to the rotation of the rotary table 122 when the rotary table 122 is in the operating position. ．． 132□, and rotating table 12
Frictional resistance is applied to the rotation of the rotary table 122 when the vehicle 2 is in the getting-on/off position. Control means 133+, 1332 are provided.

FIG. 4a shows a horizontal section of the check lever mounting portion of the door 110. Referring to FIG. 4a, a door check 135 is fixed to door +10, and this door check 1
35, and a check lever 136 whose one end is pivotally connected to the vehicle body.
is penetrated. Note that the door 110 is pivotally attached to the vehicle body by upper and lower hinges, and rotates within a range of AR2.

FIG. 4b shows the IVB-IVB cross section of FIG. 4a, and FIG. 4C shows the IVC-IVC cross section of FIG. 4a.

Referring to these, there is a stopper at the other end of the check lever 136, that is, the end that penetrates the door check 135 and enters the space between the outer cover and the inner cover of the door 110 (inner space of the door cover). 137 and striker 13
8 is fixed.

The door 110 has an engager 139 slidably attached to the guide bar 140, which is engaged with and pushed by the striker 138 from the door 172 open position to the door fully open position when the striker 138 moves in conjunction with the door fully opening. It is installed. The engaging element 139 is pushed toward the door check 135 by the coil spring 141, but as shown in FIG. It hits the arm (stopper) that supports the door check 140 and does not move any further toward the door check 135 side.

A magnet 142 is fixed to the engaging element 139,
As shown in FIG. 4C, the engaging element 139
A reed switch DSW (door switch) is disposed at a position facing the magnet 142 when the door switch is in the stop position on the 35 side. When the door 110 is fully open to half open (1/2 open), the permanent magnet 142 faces the reed switch DSW as shown in FIG. 4c, and the reed switch DSW detects the magnetic field of the magnet 142 and issues a door open signal ( When the opening degree of the door 110 becomes less than 1/2, the magnet 142 moves to the left (FIG. 4c), and the reed switch DSW outputs a door close signal (high level).

Fig. 5a shows a schematic view of the steering operation section as seen from the left side, Fig. 5b shows a cross section taken along the line vb-vb of Fig. 5a, and Fig. 5c shows the Vc-Vc4! of Fig. 5a. shows a cross section,
Figure 5d shows a view from the Vd direction of Figure 5C, and
Fig. 5e shows a cross section taken along the line Ve--Ve of Fig. 5d, Fig. 5f shows a cross-section taken along the line Vf-vf of Fig. 5e, and Fig. 5g shows an exploded perspective view of the screw nut mechanism.

Referring to FIG. 5a, a tilt steering mechanism A that adjusts the angle of the upper main shaft 11 to which the steering wheel 10 is attached with respect to the lower main shaft 70 is attached below the body 13 constituting the dash board. Breakaway bracket 14
A DC motor B (M2 in FIG. 6) attached to this bracket 14, a reduction gear 41iIIC connected to this DC motor B, a screw nut mechanism connected to this reduction mechanism C, and the breakaway Bracket 1
4, and is provided with an upper bracket 15 which is pivoted by a screw nut mechanism.

Referring to FIG. 5b, output shaft 1 of DC motor B
A worm 17 is fixed to the tip of the worm 17.
The worm wheel 18 of the reduction mechanism C is engaged with the worm wheel 18 of the reduction mechanism C.

The speed reduction mechanism C reduces the rotational speed of the DC motor B to increase the torque and transmits the driving force to the screw nut mechanism.
The worm wheel 18, to which rotational force is transmitted, is fixed to a shaft 19, which has bearing bushings 21.
It is rotatably supported via 2. Further, a gear 23 is fixed to the shaft 19, and this gear 23 meshes with a gear 25 fixed to the end of a screw shaft 24 of a screw nut mechanism.

A potentiometer PM2 shown in FIG. 5b is coupled to a predetermined shaft of the speed reduction mechanism C. This potentiometer PM2 detects the rotation angle of the gear 23 and detects the tilt angle of the upper main shaft 11, that is, the tilt angle of the steering wheel 10.

The screw nut mechanism will be explained with reference to FIG. 5c. The screw shaft 24 has two bearings 3
1.32, the housing 20 and the housing 2
It is rotatably supported by a fixed member 34 fixed at zero. The housing 20 has a bolt 2 in FIG. 5a.
It is fixed to the breakaway bracket 14 by 0c, 20d and 20e. The gear 25 is spline-coupled (35) to the end of the screw shaft 24, thereby making it rotatable together with the screw shaft 24.

Further, a cover 36 is attached to the housing 2 so as to cover the gear 25.
Fixed to 0. Externally threaded portion 24 of screw shaft 24. The female screw portion 38a of the nut 38 of the nut member 37 is screwed into the hole a. The nut member 37 is the fifth d
As shown in Figures 5e and 5f, it consists of a resin nut 38 and a metal holding member 39,40.
Both (38 and 39.40) are integrally molded in advance and then assembled onto the screw shaft 24.

Circular cross-sectional parts 39a and 408 are formed on the side surfaces of the holding members 39 and 40, and male threaded parts 39b and 40b are formed at their tips, respectively. Also Natsuto 38
As shown in Fig. 5f, slits 38b and 38c are formed in the radial direction, and the left half and right half of the nut 38 in Fig. 5f are connected by a thin portion 38d on the outer periphery. The reason why the nut 38 is shaped like this is that
When assembled as shown in Figure 5c, the nut 38
This is to generate a suppressing force on the screw shaft 24 side, which is in the radial direction.

Suppression means 41A and 41B are provided on the outer periphery of both ends of the nut 38 of the nut member 37 for pressing the nut 38 inward in the radial direction.

One suppressing means 41A consists of a rubber tubular suppressing member 41 and a metal holder 43 on its outer periphery, and the other suppressing means 41B consists of a rubber tubular member 42 and a metal holder 44 on its outer periphery. There is.

Referring to FIG. 5e, two annular grooves 38e and 38f are formed on the outer circumference of the nut 38, and these grooves 38e,
38f are fitted with annular protrusions 41a and 42a formed on the inner periphery of the rubber tubular suppressing members 41 and 42. This is provided to prevent the suppression members 41, 42 from disengaging in the axial direction with respect to the nut 38. For the same purpose, annular grooves 41b and 42b are formed on the outer periphery of the suppressing members 41 and 42.
is formed, and an annular protrusion 43a is formed so as to fit therein.
, 44a are formed on the inner circumference of the holder 43.44.

Circular cross-section portions 39a, 4 of the metal holding member 39.40
0a has two links 51 and 52 as shown in Figure 5c.
One end is fitted and pivoted by a nand 55, 56 through washers 53 and 54. Codes 51a, 52
a is a bent portion formed in the link 51.52. Note that the holders 43 and 44 have two
The plates 57, 58 and bolts 59, 60 are connected and fixed to each other so as not to separate from each other in the axial direction.

The other end of the link is fixed to a boss member 64.6 by a bolt 61, a washer 62 and a nut 63 as shown in FIG. 5c.
5, the upper bracket I5 is pivotally connected to the end of the upper bracket I5 described above.

Therefore, when the DC motor B rotates, its rotational force is transmitted to the output shaft lG, the war 1% 17 and the worm wheel 18. Gear 23. Gear 25. The signal is transmitted to the screw shaft 24 in order, and the screw shaft 24 rotates at a low speed around its axis. Then, the nut member 37, the tubular suppressing member 41, 42, and the holder 43, 44, which are screwed together on the shaft 24, move in the axial direction of the shaft 24. Then, since the links 51 and 52 move in that direction, the upper bracket 15 swings and the steering wheel 10 tilts.

Screw shaft 2 in screw nut mechanism
4 and the nut 38 are shown in FIG. 5h. In this embodiment, the nut 38 has slits 38b, 38c and a resilient rubber tubular suppression member 41.4 on the outer periphery.
2 to the center side in the radial direction by metal holders 43 and 44. Therefore, no gap is created between the mutually adjacent threaded slopes 241, 242 of the male threaded portion 24a and the female threaded slopes 381, 382 that are in contact with them during any operation.

Furthermore, since the nut 38 is made of resin, it is advantageous in terms of noise and wear.

FIG. 51 shows the configuration of a telescopic steering mechanism located closer to the steering wheel 10 than the tilt steering mechanism, and FIG.
The telescopic steering mechanism will be described with reference to these drawings showing cross sections taken along the i-Vi line. The upper main shaft 11 has a shaft 212. The shaft 212
A hollow outer shaft 214 is connected via a joint shaft 213 that becomes a tilt center. and an inner shaft 215 fitted to the outer shaft 214 so as to be movable in the axial direction. The left side of the shaft 212 in the drawing direction is connected to a retainer ring gear (not shown). Further, a serration portion is formed on the right side of the inner shaft 215 in the direction of illustration, and a support member of the steering wheel 10 is engaged with the serration portion. Therefore, when the steering wheel 10 is rotated, the axial serrations 214a and 215 formed on the outer peripheral surface of the inner shaft 215 and the inner peripheral surface of the outer shaft 214
The inner shaft 215 and the outer shaft 214 rotate through a, and the main shaft 212 rotates.

The outer shaft 214 has the pair of bearings 21 attached to a fixed bracket 217 that is pivotally supported on the vehicle body by a shaft (not shown).
8a, 218. It is rotatably supported by b. Also,
The inner shaft 215 is supported by a movable bracket 219 via a bearing 220. Movable bracket 21
9, the left end portion shown in FIG. 51 is the fixed bracket 21.
7 so as to be movable in the left-right direction in the drawing.

Further, the right end portion holds the bearing 220 together with the stop shaft 230 that is locked to the inner shaft 215 .

A nut portion 221 is located below the left end of the movable bracket 219.
is formed, and a screw 222 that engages with the nut portion 221 is rotatably supported at the right end of the fixing bracket 217. Further, the support bracket 223 is fixed to the fixed bracket 217. The support bracket 223 covers the screw 222 and also secures a movement space for the screw 222 (see FIG. 5j).

A gear 243 is disposed integrally with the screw 222 at the left end portion of the screw 222, and meshes with a worm gear 226 attached to a shaft 225 of a DC motor 224 (M3 in FIG. 6).

Note that the DC motor 224 is attached to the fixed bracket 217. Therefore, when the motor 224 rotates, the screw 222 rotates. As a result, the nut portion 221
moves on the screw 222 along its axial direction.

A movable bracket 219 having a nut portion 221 is moved forward and backward relative to the fixed bracket 217. Therefore, the inner shaft 215 is inserted into and removed from the outer shaft 214.

Note that the inner shaft 215 is provided with a switch device 231.
232 are retained and these switch devices 231.23
2 is fixed to a movable bracket 219.

FIG. 6a shows an electric circuit of an on-board attitude setting device provided in the automobile shown in FIG. See Figure 6a.

Electronic control unit [100 includes a microcomputer CPU
, power supply circuit PWI, PW2゜reset circuit R8C, a running detection circuit RDC, standby compensation circuit SSC, interface circuit FC, oscillation circuit ○SC, A/D converter A
DC, relay driver RDI, RD2. RD3. Overcurrent detection circuit CDI, CD2. CD3. CD4. amplifier AM
I, relay RLI, RL2. Rb2. Rb4°Rb5 and Rb6 etc. are provided.

Microcomputer CPU used in this example
is a Fuji reverse layer MB8850. This microcomputer CPU is a single-chip microcomputer with a 4-bit configuration, and has a predetermined read-only memory R.
There are 37 6 x 10 ports equipped with OM and read/write memory RAM, as well as an internal timer/counter. Furthermore, it is configured with a C-MOS process, and in standby mode, it is possible to retain the old contents of the memory RAM with low power consumption.

Therefore, in this embodiment, as long as the battery BT is connected, the microcomputer CPU is always supplied with power (V
cc), and sets the CPU to standby mode when no operation is required to reduce unnecessary power consumption. Therefore, the contents of the memory RAM inside the CPU are retained unless the battery BT is removed.

The power supply circuit PWI converts the power of the on-board battery BT by +5v.
The reset circuit R5C generates a reset signal when the power is turned on, the runaway detection circuit RDC generates a reset signal when a pulse signal does not arrive from the CPU for a predetermined time, and the power supply circuit PW2 converts the voltage to a predetermined voltage. Vsb and V
Generate sc.

The standby signal circuit SSC includes inverters IVI to IV4. as shown in FIG. 6b. Monostable multivibrator circuit (mono multi) MMI to MM8° reset circuit 101
．． OR gate ○R1 and OR2, when a standby signal (generated after a predetermined time after completion of away) arrives from the CPU, puts the CPU in standby mode and P
Turn off the power output of Ii+2. When the CPU is in standby mode, the input terminal IN of the standby signal circuit SSC
When the input level of any one of 1 to N4 changes from high level H to low level L, or from L to H, a wake-up signal is applied to the CPU.

The interface circuit IFC generates TTL (transistor-transistor-logic) level binary signals according to the states of various switches.

In addition, the oscillation circuit oSC generates clock pulses to be given to the microcomputer CPU, and the relay driver RDL
, RD2 and RD3 respectively control the two relays connected to them according to instructions from the CPU, and overcurrent detection circuits CDI, CD2 and CD3 respectively control the two relays connected to them according to instructions from the CPU.
I・Rb2. Rb2・Rb4. The presence or absence of overcurrent in the current flowing through the DC motors M1, M2, and M3 via Rb5 and Rb6 is monitored, and the overcurrent detection circuit CD4 monitors the presence or absence of overcurrent in the relays in relay drivers RDI, RD2, and RD3.

The A/D converters A and DC used in this embodiment are equipped with five analog input channels, and one of them is selected depending on the states of control terminals GO, CI, and C2. The converted digital data is output as a serial signal from the output terminal OUT in synchronization with a clock pulse applied to the terminal CLK. Terminal C8 is a chip select.

The switches connected to the interface circuit IFC will be explained. SSW is a vehicle speed sensor. Specifically, it is a reed switch placed near a permanent magnet connected to the speedometer cable. That is, if the vehicle is moving, the switch SSW opens and closes accordingly. In this example, four pulse signals are generated per revolution of the meter cable. An output terminal of the vehicle speed sensor SSW is connected to an external interrupt terminal IRQ of the CPU via an interface circuit IFC. PSW is a parking switch that opens and closes in conjunction with the parking brake lever 4.

MSW is a manual away switch that instructs manual away operation. The DSW is a door switch that opens and closes in response to the opening and closing of the door, as described above. SEL is a selection switch for selecting one of the conditions for getting on and off in the automatic mode, and the parking switch psw,
Either one of the manual away switch MSW and the door switch DSW is connected to the input port P1 of the CPU via the interface circuit IFC. KSW is
This is a key switch (referred to as an unlock warning switch) that opens and closes depending on whether or not the engine key 2 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. The regulator REG is a device that stabilizes the output of an alternator (generator) coupled to the output shaft of the engine.

IGS is an ignition switch that opens and closes in response to the operation of the engine key 2, and when it is on, mg is supplied to the ignition circuit of the engine. Similar to IGS, ACO8 is an accessory switch that opens and closes in response to the operation of engine key 2, and when it is on, the on-vehicle electrical circuits other than the engine drive system are switched on.

That is, the power of the accessory device is turned on.

NLS is a neutral switch that is turned on when the shift lever 3 of the automatic transmission is in the neutral position, and turned off in other positions. P
Similarly, SK is a parking position switch that is turned on when the shift lever 3 is in the parking position and turned off in other positions.

The seat driving DC motor M1 is connected to relays RLI and R.
A tilt drive DC motor M2 is connected to L2, and a tilt drive DC motor M2 is connected to relays RL3 and RL4, and a telescope drive DC motor M3 is connected to relays R/L5 and RL6.

Potentiometer PM to detect seat posture, steering wheel tilt posture and telescope posture
The output terminals of I, PM2 and PM3 are connected to the input channels AO and A/D converter, respectively, via the amplifier AMI.
Connected to Al and A2. Manual posture setting switch swt, sW2. One end of SW3 and SW4 is connected to each tap of a resistive voltage divider connected to the power supply line, and the other end is commonly connected to the A/D converter AD.
It is connected to input channel A3 of C. In addition, the output terminal of the resistor voltage divider connected to the output of battery BT is
A/D conversion 1f) Connected to input channel A4 of ADC.

Therefore, by selecting a predetermined channel and reading the output of the A/D converter, the microcomputer CPU
The seat position, steering wheel tilt position, telescope position, manual position setting switch (S
Wt~5W4) condition.

and the output voltage of battery BT can be known.

Figure 7a, Figure 7b, Figure 7c, Figure 7d, Figure 7e,
Figure 7f, Figure 7g, Figure 7h, Figure 71, Figure 7j,
Fig. 7, Fig. 71, and Fig. 7m show schematic operations of the microcomputer CPU. The operation of the apparatus will be described below with reference to these drawings. In addition, Figures 7a to 7m
The functions of the main registers, flags, etc. used in the diagram are as follows.

Limit position set flag: Indicates whether the limit position of the movement range of each mechanism has been stored. When the power is turned on, it is "0" and when the memorization is completed, it becomes "1".
Indicated by the following symbol.

FLU...Tilting mechanism upper limit position FID...Tilt mechanism lower limit position FIS...Telescopic mechanism shortest position FIL...
Telescopic mechanism longest position Fl...Flu, FI
Manual limit stop flag indicating all of D, FIS, and F ratio: In manual posture adjustment operation, the flag stops at the memorized limit position and becomes "1" when the manual switch changes from on to off. Usually "0". Use in limit position reset mode. Indicated by the following symbol.

F2U... Upper limit position of the tilt mechanism F2D... Lower limit position of the tilt mechanism F2S... Shortest position of the telescopic mechanism F2L...
Telescopic mechanism longest position F2...F2O, F2
Stop flag indicating all O, F2S, and F2L...When motor lock (overcurrent), time over, or overload (low posture change speed) is detected in each mechanism, it is sent to rlJ and motor drive is stopped. Then, it is cleared to "0".

Indicated by the following symbol.

F31...For tilt mechanism F32...For telescopic mechanism F33...For seat mechanism F3...F31. Refresh flag indicating all of F32 and F33...Set to "1" when the memory posture for driving of each mechanism is updated.

Usually "0". Indicated by the following symbol.

F41...For tilt mechanism F42...For telescopic mechanism F4...Both drive flag for F41 and F42...Indicates whether each mechanism is being driven in automatic attitude setting. If you start driving with rcN while stopped,
Sera 1- is applied to "I". Indicated by the following symbol.

F5Aa... F5 Ra for tilt-away operation
...F5Ab for tilt return operation...F5Rb for telescope return operation...F for telescope return operation
5 A c...F 5 Rc for seat away operation
...F5 for seat return operation...Reverse rotation flag indicating all of the above six flags...When overload is detected in each mechanism, it is set to "1", and after a predetermined stroke has been reversed.

After a predetermined period of reversal or when a predetermined posture is detected, "0" is displayed.
” will be cleared. Indicated by the following symbol.

F6a...Feb...Telescopic 41 for tilt mechanism! Structure F6c...F6 for seat mechanism...Tilt timer indicating all of F6a, F6b and F1a...Timer to know the driving time of the tilt mechanism: Counts by one every time 60 m5ec passes. rise.

Telescopic timer: Timer for determining the operating time of the telescopic mechanism: Counts up by one every time 60 m5ec elapses.

Sheet timer: A timer for knowing the drive time of the seat drive mechanism: Counts up by one each time a timer interrupt is executed.

60m5ec counter: Counts up by one each time a timer interrupt is executed, and counts up again from 0 after counting 60m5ec.

Vehicle speed timer: Timer that measures the period from one falling edge of the signal from the vehicle speed sensor SSW to the next falling edge: 60m
It counts up by one every time 5ec passes.

Tilt reversal timer: Counts the time since the reversal flag of the tilt mechanism is set to 1, and is cleared to O when this time reaches t3.

Telescopic reversal timer: Same as tilt reversal timer.

Seat reversal timer: Same as tilt reversal timer.

Standby timer: A timer for putting the CPU into standby. Generates a standby signal after a predetermined time t4 has elapsed.

When the microcomputer CPU is powered on, it executes processing from the beginning (power on) of the main routine shown in FIG. 7a, but in addition to that processing, it executes two processes. One is external interrupt processing (see Figure 7Q) in response to an external interrupt from the vehicle speed sensor SSW, and the other is timer interrupt processing (seventh) performed every time the internal timer counts a predetermined value. (see figure). In this example, a timer interrupt occurs every 5m5ec.

First, external interrupts will be explained. In this interrupt, roughly speaking, a process of measuring the vehicle speed is performed. The value of the vehicle speed timer is cleared to 0 every time this external interrupt is processed.

Further, the value of the vehicle speed timer is counted up by the timer interrupt processing executed every 5m5cc. Therefore,
When an external interrupt occurs, the time is always from the end of the previous interrupt to the current time.

In this example, the external interrupt occurs at the falling edge of the vehicle speed signal, so the value of the vehicle speed timer corresponds to one cycle of the vehicle speed signal. Actually, in order to avoid the influence of variations in sensor duty, sampling is performed four times and the average value is detected. For this purpose, four vehicle speed registers SPO, SPI, SP2 and SP3 are used.

Each time an external interrupt is processed, each register SP3゜SP
The contents of register SP2.2 and SPI are stored in register SP2.2 and SPI, respectively. SP
I and SPO, and the latest vehicle speed is stored in register SP3.
to go into.

Then add the contents of the four registers 5PO-5P3,
The result is the measured vehicle speed. However, since this value is the cycle of the vehicle speed pulse, it corresponds to a vehicle speed with a large diameter and a small diameter, contrary to the normal vehicle speed.

Next, timer interrupts will be explained. When the microcomputer's internal timer counts 5m5ec, it jumps to the first part of the timer interrupt shown in the seventh figure. Then, the contents of various registers are saved, the next timer interrupt is set, the status of various input ports is read, and the 60m5ec counter is incremented by 1.

If the value of the 60m5ec counter has not reached 5Qmsec, the contents of the register are restored and the process immediately returns to the main routine, but if the value of the counter is 60m5ec, the next process is further performed.

First, the value of the 60m5ec counter is cleared, and the vehicle speed timer, tilt timer, telescopic timer, and seat timer are incremented by 1. Next, the A/D converter ADC is controlled to obtain a tilt attitude and a telescope attitude.

Reads the seat posture, battery voltage, and state of the manual posture setting switch (SWI to 5W4).

Next, the average speed of posture change is determined from the obtained posture information. The processing of tilt posture will be explained.

In this example, in order to hold the tilt attitude information for four times, four tilt attitude registers TIPm (m=o~3
), and five tilt speed registers Tl5Pn (
n=o~4).

The latest tilt posture is in the register TIPO,
The previous tilt attitude is in TIPI, and the last tilt attitude is in TiF4.

In this example, the difference (absolute value) between the previous posture and the latest posture value is entered into the tilt speed register Tl5PO. Other tilt speed register Tl5PI.

Tl5P2. ... respectively contains the previous tilt speed, the tilt speed before the previous time, and so on. Therefore, the five pieces of tilt speed information are added and the result is stored in the register TISP as the tilt speed certification result. After this, the contents of each tilt attitude register rIP(m) are transferred to T I P (m+1), and the contents of each tilt speed register Tl5P(n) are transferred to T I S P (
n+1. ).

The processing for the telescope attitude and the sea 1 - attitude is the same as for the tilt attitude. T E P (m) is the telescope attitude register, TESP (n) is the telescope speed register, S E P (m) is the sea to attitude register, and 5EP (n) is the seat speed register.

If the tilt refresh flag and telescopic refresh flag are 1, each tilt attitude register TIP
0 and the contents of the telescopic attitude register TEPO are stored in memory as each new stored attitude.

Next, for each of the tilt mechanism, telescope mechanism, and seat drive mechanism, the presence or absence of overload is monitored, and conditions for stopping the reverse rotation are determined based on the overload detection.

First, the tilt mechanism will be explained. If the tilt motor M2 is off, proceed to the next step without doing anything. When the tilt motor M2 is on, the tilt reversal flag F6a is normally O, so the process proceeds to overload detection. However, if the value of the tilt timer is less than or equal to the predetermined time 11, overload detection is masked to avoid detection of inrush current when the motor is turned on.

If the tilt timer is 11 or more, three conditions are determined. One is the detection of large currents detected by each of the overcurrent detection circuits CDI to CD3. This occurs when the motor locks up. The other problem is tilt timer overflow. Normally, posture setting is completed in about 2 to 3 seconds, but if an abnormality occurs, the motor may be driven continuously for a long time.

Therefore, in this example, an abnormality is determined when the tilt drive time reaches 5 seconds.

Another condition is the rate of change of the tilt attitude.

Information on the rate of change of the tilt attitude is stored in the register Tl5P as described above. In normal operation,
Since the attitude information changes at a predetermined slope while the motor is driving, the value of register Tl5P is compared with a predetermined value preset in the program, and if the attitude change speed is slower than the predetermined value, it is determined that there is an overload. I can do it.

If even one of these three conditions is abnormal.

The tilt stop flag F31 is set to "1".

As described later, in the main routine, when the tilt stop flag F31 becomes "1", the tilt reverse flag F6 is set to "1".
Set a to "1". Tilt reversal flag is "1"
When this happens, the process proceeds to determining the conditions for stopping the reverse rotation operation. In this example, there are three conditions for this determination. Stroke has the highest priority.

That is, the posture when the overload was detected is compared with the current posture, and when the stroke reaches a predetermined value, the reverse mode is canceled. Normally, this determination causes the motor to stop. Another condition is when a predetermined posture is reached, and the other condition is when the time in reverse mode reaches a predetermined value (t3) (in other words, when the time is over)
It is.

When any one of these conditions is satisfied, the tilt reversal flag is cleared to "0" and the tilt reversal timer is cleared.

Next, the process proceeds to the telescope mechanism (see Figure 7). As in the case of the tilt mechanism, the telescope motor M
If 3 is off, do nothing and proceed to the next step. Motor M3
is on and the telescopic reversal flag F6b is rOJ, the process proceeds to overload detection.

In this case as well, the three conditions of overcurrent detection, overflow of the telescopic timer, and rate of change of the telescopic attitude are judged, and if any one of them is abnormal (overload), the telescopic stop flag F32 is set to "1". Set.

As described later, in the main routine, when the telescopic stop flag becomes "1", the telescopic reversing flag F6b is set to "1".
”. When the telescopic reversal flag becomes 1, a reversal stop condition is determined.

There are also three conditions: when the stroke during reversal exceeds a predetermined value, when the telescope posture reaches a predetermined state, and when the reversal time reaches a predetermined time t3. When two conditions are met, the telescopic reversal flag is cleared to 0 and the telescopic reversal timer is cleared.

Next, the process proceeds to the sheet drive mechanism (see Figure 7m).

As in the case of the tilt mechanism, if the seat motor M1 is off, the process proceeds to the next step without doing anything.

Motor M1 is on and sheet reversal flag F6c is "0"
If so, proceed to overload detection. In this case as well, three conditions are determined: overcurrent detection, seat timer overflow, and seat posture change speed.

If any one of them is abnormally overloaded, "l" is set in the seat stop flag F33.

As will be described later, in the main routine, when the seat stop flag becomes "1", the seat reversal flag FCC is set to "1". When the sheet reversal flag becomes "1", a reversal stop condition is determined.

There are also three conditions: when the stroke during reversal exceeds a predetermined value, when the seat posture reaches a predetermined state, and when the reversal time reaches a predetermined time t3.
When any one of the conditions is satisfied, the sheet reversal flag is cleared to 0 and the sheet reversal timer is cleared.

Next, look at the output of overcurrent detection circuit CD4, and check the output of relay RL1.
~ Check whether overcurrent is flowing through RL6, and if overcurrent is flowing, set the relay to OFF.

Next, the main routine starting from "START" in FIG. 7a will be explained.

When the power is turned on, initial settings are performed first. That is,
Set the output port to the initial state (motor off) and clear the contents of the memory used as counters, registers, flags, etc. Here, limit position setting method flag F1
are all cleared to "0".

Next, check the outputs of regulators R and EG.

A predetermined voltage (battery voltage) appears in the regulator REG when the engine is operating, but when the engine is stopped, the voltage becomes zero. Therefore, by monitoring the output of the regulator REG, it is determined whether or not the engine is operating. When the engine is running, it's in manual mode! 3 Allows manual posture adjustment according to the operation of setting switches SWI to SW4. Further, manual attitude adjustment is permitted even when the ignition switch IGS is on. When there is a change in the state of any of the manual switches SW1 to SW4, the contents of the tilt timer and telescopic timer are cleared.

First, a description will be given of the manual attitude adjustment process immediately after the power is turned on, that is, when the limit position has not been set.

If there is a manual tilt up instruction (SWI is on), the limit position setting method flag FLU is checked in step 7. At first, the flag FLU is "0", so 1 Normally, step 9-10-11-23-2-4-6
-7... Repeat the process. switch SW
If the elapsed time from turning on I, that is, from clearing the tilt timer T1, exceeds 0.06 seconds, the process proceeds to step 14 after step 9, and the tilt motor is set to a drive-off state. When the elapsed time reaches 0.26 seconds, the process proceeds to step 10 again after step 9, and the tilt motor is set to be driven in the up direction.

In other words, in manual operation, when the switch is held down, the posture is adjusted for the first 0.06 seconds (TA), then the posture adjustment is stopped, and then the posture adjustment is stopped for 0.2 seconds (T).
After B), start adjusting the posture again (see Figure 8). If you turn off the switch, posture adjustment will immediately stop. By performing such processing, fine adjustment of the posture by manual operation becomes easy.

In other words, when you turn a manual switch from the off state to the on state and then return it to the off state (stop pressing the switch after pressing it), the required time (TC, TD
) is in the range between 0.06 seconds and 0.26 seconds, no matter what operation you perform, the time the tilt motor is driven for one operation is constant (0.06 seconds). Therefore, even if the switch is operated slowly, the posture will not change significantly beyond the target position with a single switch operation.

Therefore, by operating the switch several times, you can gradually bring the posture closer to the target position, making accurate positioning easy. 6 If you continue to press the manual tilt-up switch SWI, the tilt mechanism will move to the mechanical position. reaching the limit position. In that case, the overload is detected by the timer interrupt process (FIG. 7), and the tilt stop flag F31 is set to "1" in step 319. After that, when the processing of the main routine proceeds to step 10, F31
is "1", so the process proceeds to step 20.

In step 20, the drive of the tilt motor is stopped, and after waiting for 0.1 seconds for the motor to actually stop, the attitude at that time (contents of TIPO) is used as a reference, and then (In this example, the steering wheel moves about 1.5 m.)
a+corresponding amount) is obtained and the value is stored in the tilt top dead center memory.

In other words, the position stored in the top dead center memory is a little before the 5 mechanical limit position. Therefore, if the motor is controlled so as not to exceed the position stored in the top dead center memory, the V& structure will not reach the actual limit position thereafter, and mechanical collisions can be avoided. Next, the limit position setting method flag FLU is set to "1".

Next, steps 21 and 22 are performed, and the tilt motor is driven in the down direction until it reaches the top dead center just stored, and then the tilt motor is stopped. This minimizes the negative effects of overstressing when the tilt mechanism is at its mechanical limit.

After this, when the manual switch SWI is turned on, the flag FLU is "1", so step 2-4-6-7-
Proceed to 8. In this case, when the tilt position reaches the stored top dead center, the process proceeds to step 13-14 and the drive of the tilt motor is stopped. Therefore, the tilt mechanism is never manually driven beyond the memorized position.

However, if, for example, a foreign object gets caught in the tilt mechanism during the first limit position memorization, an overload may be detected before the limit position to be detected is reached. In that case, the incorrect position will be stored in the top dead center memory, and the range of movement of the tilt mechanism will be narrowed. Therefore, in this embodiment, a reset mode is provided.

Specifically, hold down switch SWI to select dill 1-1.
When the mechanism reaches the top dead center (memory position), -carrier switch SW
After turning off I, press switch SW1 again to enter the reset mode. In other words, when the switch SWI is turned off from on, the process proceeds to steps 2-4-5-6-15-16.
If the tilt mechanism is at the top dead center in step 16, the manual limit stop flag F2U is set to "1". In the next step 19, the tilt motor stops for a moment, but then when the manual switch SWI is turned on again, the process proceeds to steps 2-4-5-6-7-8-13, and since the flag F2U is "1", After step 13, proceed to step 12, and set the limit position set flag FI.
U is cleared to "0".

Therefore, in the next process, the process proceeds to step 2-4-6-7, and since the flag FIU is "0", the top dead center is checked (
Skipping step 8), the tilt mechanism changes its attitude until it reaches the mechanical limit position, that is, until the flag F31 is set to "1", and the new limit position is stored in the memory again.

The operations of down to manual tail 1, manual telescope shortening, and manual telescope extension are the same as the operations of manual tilt up described above, and switch SW2
of! (The manual tilt down operation is performed by this, the manual telescopic shortening operation is performed by operating the switch SW3, and the manual telescopic extending operation is performed by operating the switch SW4.Manual tilt down, manual telescopic shortening, and manual telescopic extending The operations of are shown in FIG. 7b, respectively.

The main processing is shown in Figures 7c and 7d.

Next, the automatic attitude setting operation when the driver gets in and out of the vehicle will be described.

In this example, the automatic attitude setting operation is performed using auto switch AS.
Perform this when W is on and the battery voltage is normal. Further, when the key switch KSW is off, that is, when the engine key 2 is not attached to the key cylinder, an away operation is performed to position the steering wheel in the retracted position, regardless of the possibility of getting on or off the vehicle. Further, when the key switch KSW is on, that is, when the engine key 2 is attached to the key cylinder, it is assumed that there is a possibility of driving, and a return operation is performed to position the steering wheel to the position before retreat (memory position).

First, the away operation will be explained. If the regulator output is zero (engine stopped) and the ignition switch is off, go through step 2-3, and if the regulator output is normal or the ignition switch IGS is on, go through step 2-4-, anyway. 7th e
Proceed to step 91 in the figure.

If auto switch ASW is on, battery voltage is normal, and key switch KSW is off, step 91-9
2-93 to step 121 of FIG. 7f.

Here, if the vehicle speed is less than 10 km/h and the CPU
If the input port P1 of is at low level L, step 121-
122-123, and performs an away operation.

First, the refresh flag F4 is cleared to "0" and the limit position set flag FIS is checked. If not set, proceed to steps 125-132-133. Initially, the tilt-away drive flag F5Ab is "0", so the process proceeds to the next step 134, the telescope motor is set to be driven in the shortening direction, the flag F5Ab is set to "1", and the telescope timer is cleared. Now the steering wheel.

The rotation axis is driven in the direction of contraction.

When the telescopic mechanism reaches its mechanical limit position and collides with a predetermined stopper, an overload is detected by the timer interrupt process, and the telescopic stop flag F32 is set to "1" in step 326 shown in FIG. 7Q. Set.

When F32 becomes "1", the main routine (Figure 7f)
After step 132, the process proceeds to steps 138-139.

The operation of step 138, the telescope stop subroutine, is shown in Figure 7h. See Figure 7h. In this routine, the telescope motor is first stopped, a 0.1 second wait is performed for the motor to actually stop, and then flag F5Ab is checked.

In the above case, the telecore away flag F5Ab is “1”
Therefore, the process proceeds to step 223 next. Since the limit position set flag F1S is "0", the first step is step 2.
Proceed to step 28, and as in the case of manual operation, based on the current posture (TEPO), move to a position slightly further back in the direction of extension of the steering wheel axis (in this example, the shaft length is approximately 1.5 m + n). find the data for the equivalent amount),
The value is stored in the telescope shortest point memory.

Then, the limit position set flag FIS is set to "1". Then, the telescopic mechanism is driven in the direction of extending the shaft until it reaches the top dead center, ie, the shortest point, which has just been stored in the telescopic iMtln point memory. Once that position is reached, the telesco motor will stop.

Therefore, setting the limit position in the away direction is as follows.

Even if you do not perform a special manual posture adjustment operation, it will be automatically performed as long as you are in a state where you can perform an away operation. This avoids a situation where the limit position remains unset for a long period of time due to forgetting the adjustment.

Returning to FIG. 7f, the explanation will be continued. If 0.3 seconds are exceeded after starting the away operation and driving of the telescopic mechanism, that is, if the value of the telescopic timer T2 exceeds 0.3 seconds, the process proceeds to steps 135-128-129-130. Since the tilt mechanism is initially stopped, the tilt away flag F5Aa is "0" here. Therefore, the process first proceeds to step 131. In step 131,
The tilt motor is set to drive in the up direction, the tilt away flag F5Aa is set to "1", and the tilt timer T1 is cleared.

That is, in this embodiment, during the away operation, the telescopic mechanism is first started to be driven in the shortening direction, and then the telescopic mechanism is driven in the shortening direction.
．． When 3 seconds have elapsed, the tilt mechanism is started to be driven in the upward direction. The reason for providing such a time difference is to eliminate the influence of rush current at the time of starting energization of the electric motor.

In other words, a very large transient current (rush current) flows through electric motors when energization starts, so if multiple electric motors start energizing at the same time, the total current flowing through the battery will temporarily become extremely large. This causes malfunctions in the electrical circuit. However, by shifting the timing of the start of energization by the time required for the transient current to become sufficiently stable, the maximum current value can be kept to a relatively small value even when multiple electric motors are driven simultaneously. (See Figure 9)
.

As a result, when the telescopic mechanism and the tilt mechanism are adjusted in attitude substantially simultaneously, the time required to complete the attitude adjustment, that is, the retracting operation, is reduced by approximately half compared to when the adjustments are made in sequence.

Also, as in this embodiment, when evacuating (away),
Favorable results can be obtained by starting the telescopic mechanism first and then starting the tilt mechanism. In other words, shortening the steering wheel axis can give the driver a more open feeling than tilting, so if the telescopic mechanism operates first,
It can quickly give the driver a sense of freedom.

When the attitude of the telescopic mechanism reaches the memorized shortest position after the limiter 1 to 1 set completed flag FIS becomes rlJ, the process proceeds to step 127 after step 126 in Fig. 7f, and the telescopic motor is driven. The vehicle stops and the telecore away drive flag F5Ab is cleared to "0".

When the top dead center of the tilt mechanism is not memorized.

By performing the away operation, the mechanism reaches its mechanical limit position. In this case, overload is detected by the timer interrupt process, and seventhly, in step 319 in the figure, the tilt stop flag F31 is set to "1". When the flag F31 becomes "1", step 129 in FIG.
Next, the process proceeds to step 136.

The processing of step 136, the tilt stop subroutine, is shown in detail in FIG. 7g. See Figure 7g. In this routine, the tilt motor is first stopped, a 0.1 second wait is performed for the motor to actually stop, and then flag F5Aa is checked.

In the above case, tilt away flag F5Aa is "1"
Therefore, the process proceeds to step 203 nine times. Since the limit position setting method flag FIU is rOJ, the first step is step 2.
Proceeding to step 08, as in the case of manual operation, based on the current posture (TIPO), data for a position slightly back in the downward direction is obtained, and this value is stored in the tilt top dead center memory. Then, the limit position setting method flag FIU is set to "1".

Furthermore, rotate the tilt mechanism in the opposite direction (
(down direction). Once that position is reached, the tilt motor will stop.

Therefore, the limit position of the tilt mechanism in the away direction can be automatically set by performing the 7-step operation without any special manual posture adjustment operation.

Once the limit position is memorized by the axis assembly, manual attitude adjustment, or automatic attitude setting operation, flags F31 and F32 will never become "1" unless an abnormal situation occurs. The attitude adjustment of the tilt and telescopic mechanism ends when the top dead center and the shortest point are reached.

When the telescopic mechanism reaches its shortest point and the tilt mechanism reaches its top dead center, the steering wheel retraction operation is completed. Note that the operation of the seat will be described later.

Next, the return operation will be explained. Auto switch ASW
is on and the battery voltage is normal.

When the key switch KSW is turned on, step 91-9
2-93, the process proceeds to step 98, and a return operation is performed.

First, clear the standby timer. Next, the limit position setting method flag FID is checked.

If not set, the process proceeds to steps 99-106-107. Initially, since the tilt return drive flag F5Ra is "0", step 108 of the 0th order is executed. This step 10
In step 8, set the tilt motor to drive in the down direction,
Set flag F5Ra to "1" and start tilt timer T.
Clear 1. The steering wheel is now driven from the retracted position, ie, top dead center, toward bottom dead center.

When the tilt mechanism reaches its mechanical limit position (bottom dead center) and collides with a predetermined stopper, an overload is detected by the timer interrupt processing, and the seventh step 31 shown in the figure is performed.
9, the flag F31 is set to "1". F31 says “
1'', step 112, ie, the tilt stop subroutine, is executed following step 106 in FIG. 7e.

In this case, since flag F5Aa is "0", step 2
Go to 01-202-211. In this case, since the limit position setting method flag FED is "0", the first step is step 2.
Proceed to step 12. In step 212, the current posture (TI
Based on PO), data at a position a little higher than that (equivalent to about 1.5 mm in this example) is obtained, and that value is stored in the tilt bottom dead center memory. Then, the tilt mechanism is driven toward the top dead center until it reaches the bottom dead center that has just been stored in the tilt bottom dead center memory. When the bottom dead center is reached, stop the tilt motor.

Therefore, the bottom dead center of the tilt mechanism is automatically set without any special manual posture adjustment operation, as long as the return operation is set.

Returning to FIG. 7e, the explanation will be continued. When 0.3 seconds have elapsed after starting the return operation and driving the tilt mechanism, that is, when the value of the tilt timer T1 exceeds 0.3 seconds, the process proceeds to steps 109-114-103-104. At first, the telescopic mechanism is stopped, so the telescopic return drive flag F5Rb is "0" here. Therefore, the process next proceeds to step 105. Step 10
At step 5, the telesco motor is driven in the direction of extending the steering wheel shaft, the flag F5Rb is set to "1", and the telesco timer T2 is cleared.

That is, in this embodiment, during the return operation, the tilt mechanism is first started to be driven in the down direction, and then, when 0.3 seconds have elapsed, the telescopic mechanism is started to be driven in the extension direction. The reason for providing such a time difference is to eliminate the influence of the rush current at the time of starting energization of the electric motor, similar to the time difference during the away period.

Further, as in this embodiment, when returning, preferably the tilt mechanism is started first and the telescopic mechanism is started later.

In other words, the extension motion of the steering wheel shaft gives the driver a feeling of pressure more than the tilt mechanism's down motion, so delaying the start of the telescopic mechanism's return attitude setting compared to the tilt mechanism will reduce the pressure feeling on the driver. small.

If the longest point of the telescopic mechanism is not memorized,
By performing the return operation, the mechanism reaches its mechanical limit position (longest position).

In this case, the overload is detected by the timer interrupt processing and
At step 326 in FIG. 7Q, the telescopic stop flag F3
2 is set to "1". When the flag F32 becomes "1", the process proceeds to step 110 after step 103.

In the telescopic stop subroutine of step 110, the telescopic motor is first stopped, and in order to wait for the motor to actually stop, a 0.1 second wait is performed, and then flag F5Ab is checked. Here, since the process is returning, the flag F5Ab is "0". Therefore, the process proceeds to step 231, where the limit position set flag FI
Check L. Initially, since FIL is "0", the process first proceeds to step 212. In step 212, based on the posture at that time (TEP○), the position is slightly returned in the shortening direction W (in this example, equivalent to about 1.5 mm).
Find the data and store the value in the telescope longest point memory. Then, the telescopic mechanism is driven in the shortening direction until the longest point just stored in the telescopic longest point memory is reached. When the longest point is reached, stop the telescopic motor.

Therefore, the best point of the telescopic mechanism can be automatically set if the return operation is set, without any special manual posture adjustment operation.

When the limit position is memorized by the axis assembly, manual attitude adjustment, or automatic attitude setting operation, the process proceeds to steps 98-99-100 in FIG. When the driving position is reached, the drive stops. Also, since the limit position set flag FIL is "1", step 10
9-114-102, and in step 102, it is checked whether the posture of the telescopic mechanism is the stored position before evacuation, that is, the driving posture, and when the driving posture is reached,
The drive stops. In other words, the tilt mechanism and the telescopic mechanism reach the limit position in the return operation and the limit position setting operation is performed only once, immediately after the power is turned on.

When both the tilt mechanism and the telescopic mechanism reach their memorized positions, the return movement of the steering wheel is complete.

In this embodiment, the key switch KSW determines whether or not the engine key 2 is attached to the key cylinder, and the automatic attitude setting operation is performed based on the result.
Even if you insert engine key 2 into the key cylinder and start automatic attitude setting operation, turn engine key 2 and turn on the ignition switch before the operation is finished, the K
The SW is never turned off, so the automatic attitude setting operation will not be stopped in the middle of attitude adjustment due to the operation of the engine key.

Next, the seat posture adjustment will be explained with reference to FIG. 7j. First, check the condition of the door switch DSW. When the door opening is detected, the seat is positioned in the getting-on/off position. First, in step 162, the away flag F5Ac is set to "1".
is set, and the seat motor M1 is set to drive the seat in the direction toward the entrance/exit. The seat posture is monitored, and when the position becomes a predetermined getting on/off posture, the process proceeds to step 161, where the seat motor M1 is turned off, the seat timer is cleared, and the sea 1 to away flags F5Ac are cleared to 0.

If an overload is detected while driving the seat, the seat 1-stop flag F33 is set to "1".

In that case, proceed to step PR7, turn off the seat motor M1, set the reverse rotation flag F6c to "1" to drive the seat motor M1 in the reverse direction, and set the reverse rotation flag F6c to "1", as in the case of other mechanisms. When becomes "O", motor M1 is stopped.

Further, when the door is detected to be closed (not fully closed), it is determined to be in the operating state, and the process proceeds to step 156, where the seat return flag F5Rc is set to "1" and the seat motor M1
The seat is driven and set in the direction toward the driving position.

When the seat posture matches the memory position, that is, the driving position, the seat motor Ml is set to OFF in step 155, the seat timer is cleared, and the seat return flag F5 is set.
Clear Rc to "0". If an overload is detected during the return drive of the seat posture, the seat motor M1 is set to reverse rotation as in the case of other posture setting operations, and when a predetermined condition is met, the motor M1 is set to stop.

In the above embodiment, the automatic attitude setting operation (away and return operation) is activated depending on whether the vehicle speed, parking brake, and engine key presence/absence match predetermined conditions. Various things are possible. FIG. 11 shows a modified embodiment in which this condition is changed.

They are shown in FIG. 12, FIG. 13, FIG. 14, FIG. 15, and FIG. 16, respectively. Note that these figures are based on the seventh e of the above embodiment.
A part of the process shown in the figure is changed, and the rest is the same as the previous embodiment.

In the example shown in Fig. 11, the conditions for automatically setting the steering wheel attitude (tilt and telescopic) are limited to when the neutral switch NLS of the transmission is on, and depending on the presence or absence of the engine key 2, the condition for automatically setting the steering wheel attitude (tilt and telescopic) is set to Perform away action.

In the example shown in FIG. 12, the condition for automatically setting the steering wheel attitude is limited to when the neutral switch NLS is on, and the away operation or return operation is performed depending on whether the accessory switch ACC8 is turned off or on.

In the example shown in FIG. 13, the condition for automatically setting the steering wheel attitude is limited to the case where the neutral switch NLS is on, and the away operation or return operation is performed depending on whether the ignition switch GS is turned off or on.

In the example shown in Fig. 14, the conditions for automatically setting the steering wheel attitude are set to the parking position switch PK of the automatic transmission.
Only when S is on, the return operation or away operation is performed depending on the presence or absence of the engine key.

In the example shown in FIG. 15, the condition for automatically setting the steering wheel attitude is limited to when the parking position switch PKS is on, and the 7-way operation or the return operation is performed depending on whether the accessory switch ACC8 is turned off or on. .

In the example shown in FIG. 16, the conditions for automatically setting the steering wheel attitude are limited to when the parking position switch P'KS is on, and when the ignition switch rGS is off/off.
Depending on whether it is turned on, an away operation or a return operation is performed.

1st. The Oa diagram shows the relationship between each position of the engine key on the key cylinder and the on/off status of each switch.
Figure 0b shows the relationship between the shift lever position of the automatic transmission and the on/off status of each switch.

Each of the various modified embodiments described above has its own unique advantages.

[Effect] As described above, according to the present invention, the drive means of another system is energized after the influence of the rush current at the time of starting the energization of the drive means (electric motor) of one system is eliminated, so that the drive means of another system is energized. Even if a plurality of mechanisms are driven at the same time, the periods in which inrush currents occur do not overlap, and malfunctions due to voltage drops do not occur. Since a plurality of mechanisms are driven substantially simultaneously, the time required for posture adjustment is shortened.

[Brief explanation of the drawing]

1 and 2 are perspective views showing the vicinity of the driver's seat of an automobile equipped with the device of the present invention. 3a and 3b are a plan view and a front view of the seat rotation mechanism, respectively, and FIG. 3C is a sectional view taken along the line mc-mc of FIG. 3a. Figure 4a is a horizontal sectional view of the door check lever mounting part;
Figures 4b and 4c are IVB- of Figure 4a, respectively.
They are a sectional view taken along the line IVB and a sectional view taken along the IVC-IVCIIA line. Figure 5a is a schematic diagram of the steering operation section viewed from the left side;
Figures 5b and 5c are vb-v of Figure 5a, respectively.
The b-line sectional view and the Vc-Vc line sectional view, Figure 5d is the 5th
Figure C is an enlarged front view seen from the Vd direction, Figures 5e and 5f are a sectional view taken along the Ve-Ve line and Vf-Vf line in Figure 5d, respectively, and Figure 5g is an exploded perspective view of the screw nut mechanism. 5h is an enlarged sectional view showing the screw shaft 24 and nut 38 in a helical state, FIG. 51 is a longitudinal sectional view showing the telescopic steering mechanism, and FIG.
Figure j is a sectional view taken along the line Vj-Vj in Figure 51. FIGS. 6a and 6b are block diagrams showing electric circuits of the posture setting device of the embodiment. Figure 7a, Figure 7b, Figure 7C, Figure 7d, Figure 7e,
Figure 7f, Figure 7g, Figure 7h, Figure 71, Figure 7J,
FIG. 7, FIG. 7Q, and FIG. 7M are flowcharts showing the general operation of the microcomputer CPU of FIG. 6. 8 and 9 are timing charts showing the operation of the apparatus of FIG. 6. FIG. 10a is a front view showing the key cylinder and the engine key, and FIG. 10b is a plan view showing the operating section of the automatic transmission. FIG. 11, FIG. 12, FIG. 13, FIG. 14, FIG. 15, and FIG. 16 are flowcharts showing operations in modified examples of the present invention, respectively. 2: Engine key 3: Shift lever 4: Parking brake lever 5: Seat 10, Steering wheel 11 Near sleeve - Main shaft 70: Lower main shaft 100: Electronic control unit 110: Door 122: Rotating stand 123: Base 135: Door check A: Tilt steering mechanism C: Reduction mechanism D = Niscrew nut structure CPU: Microcomputer ADC: A/D converters RLI to RL6: Relays Ml, M2. M3: DC motor SSW: Vehicle speed sensor psw: Parking switch MSW: Manual away switch OSW: Door switch SEL: Selection switch KSW:
Key switch ASW: Auto switch IGS: Ignition switch ACC8: Accessory switch NLS: Neutral switch PKS: Parking position switch SW1 to SW4: Manual posture setting switch PMI
, PM2. PM3: Potentiometer BT: On-vehicle battery Patent applicant Aisin Seiki Co., Ltd. and one other person Figure 5h Figure 6b M8

Claims (9)

[Claims] (1) First and second on-vehicle attitude setting mechanisms that adjust the attitude of on-vehicle equipment such as a steering wheel and a seat; first and second on-vehicle attitude setting mechanisms that drive the first and second on-vehicle attitude setting mechanisms, respectively; an electric drive source; an attitude detection means for detecting the attitude of the on-vehicle equipment; at least one switch means for instructing adjustment of the attitude of the on-vehicle equipment; and when an attitude adjustment instruction is received from the switch means, the first and a second electrical drive source, and after the transient current at the start of energization of the electrical drive source is sufficiently stabilized, the first and second electrical drive sources are activated. An on-vehicle attitude setting device comprising: electronic control means for energizing the other one of the on-vehicle attitude setting mechanisms and driving the first and second on-vehicle attitude setting mechanisms substantially simultaneously. (2) The electronic control means energizes one of the first and second electric drive sources upon receiving a posture adjustment instruction from the switch means, and when a predetermined time has elapsed since then,
Claim 1, wherein the other of the first and second electric drive sources is energized to drive the first and second on-vehicle attitude setting mechanisms substantially simultaneously. Attitude setting device installed on the vehicle. (3) The switch means is a switch that issues a retreat posture setting instruction and a driving posture setting instruction, the first on-vehicle attitude setting mechanism is a steering wheel tilt angle adjustment mechanism, and the second on-vehicle attitude setting mechanism is a steering wheel The electronic control means first energizes the second electric drive source and then energizes the first electric drive source when receiving an instruction to set the retracted posture from the switch means. The first electric drive source is energized, and when a driving posture setting instruction is received from the switch means, the first electric drive source is first energized, and then the second electric drive source is energized. ) Attitude setting device for on-vehicle equipment described in section 2. (4) The switch means includes a first switch that outputs a signal indicating whether the shift position of the automatic transmission is neutral.
and a second switch that outputs a signal indicating whether or not the engine key is attached to the key cylinder. When the engine key is inserted into the key cylinder while the automatic transmission is in neutral, the on-vehicle equipment is positioned at the predetermined retreat position. An attitude setting device for on-vehicle equipment according to claim (1), which positions an on-vehicle equipment in a driving attitude. (5) The switch means includes a first switch that outputs a signal indicating whether the shift position of the automatic transmission is parking, and a second switch that outputs a signal indicating whether or not the engine key is attached to the key cylinder. When the engine key is removed from the key cylinder when the automatic transmission is in the parking position, the electronic control means
positioning the on-vehicle equipment to a predetermined retreat position, and when the engine key is attached to the key cylinder while the shift position of the automatic transmission is set to park, positioning the on-vehicle equipment to a predetermined driving position; Said claim No. 1
) Attitude setting device for on-vehicle equipment described in section 2. (6) The switch means includes a first switch that outputs a signal indicating whether the shift position of the automatic transmission is neutral.
and a second switch that outputs a signal indicating whether the engine key is in a position to turn on the accessory, and the electronic control means is configured to control whether the engine key is in the neutral position when the automatic transmission is in the neutral shift position. If the accessory is not in the on position, the on-vehicle equipment will be positioned in the predetermined retracted position, and if the engine key is in the accessory on position while the automatic transmission is in neutral, the on-vehicle equipment will be positioned in the retracted position. An on-vehicle equipment attitude setting device according to claim 1, which positions an on-vehicle equipment in a predetermined driving attitude. (7) The switch means outputs a first switch that outputs a signal indicating whether the shift position of the automatic transmission is parking, and a signal indicating whether the engine key is in a position to turn on the accessory. and a second switch, the electronic control means positions the on-vehicle equipment to a predetermined retracted position when the automatic transmission is in the parking position and the engine key is not in the accessory on position; The on-vehicle device according to claim 1, wherein when the engine key is in the accessory on position when the shift position of the automatic transmission is in park, the attitude of on-vehicle equipment is positioned in a predetermined driving attitude. Equipment attitude setting device. (8) The switch means includes a first switch that outputs a signal indicating whether the shift position of the automatic transmission is neutral.
and a second switch that outputs a signal indicating whether the engine key is in a position to turn on the ignition, and the electronic control means is configured to control whether the engine key is in the neutral position when the automatic transmission is in the neutral position. If the ignition is not in the ON position, the onboard equipment will be positioned in the predetermined retracted position, and if the engine key is in the ignition ON position when the automatic transmission is in neutral, the onboard equipment will be positioned in the predetermined retracted position. An on-vehicle equipment attitude setting device according to claim 1, which positions an on-vehicle equipment in a predetermined driving attitude. (9) The switch means outputs a first switch that outputs a signal indicating whether the shift position of the automatic transmission is parking, and a signal indicating whether the engine key is at a position to turn on the ignition. and a second switch, the electronic control means positions the on-vehicle equipment to a predetermined retreat position when the automatic transmission is in the parking position and the engine key is not in the ignition on position; The on-vehicle device according to claim 1, wherein the on-vehicle equipment is positioned in a predetermined driving position when the engine key is in the ignition on position when the automatic transmission is in the parking position. Equipment attitude setting device.