Method and Device for Controlling a Vehicle Seat

Abstract

A method controls drive units for adjusting vehicle seat components. According to the method, a vehicle speed-dependent and crash-related nominal position or a vehicle speed-dependent and crash-related nominal position range are defined for at least one component. Starting from an actual position that is the same as the nominal position or from an actual position within the nominal position range, the actual position cannot be manually or automatically adjusted in the first instance or can only be adjusted in the nominal position range in the second instance, independently from the identification of a crash situation. Starting from an actual position that is different from the nominal position or outside the nominal position range, the actual position is automatically adjusted towards the nominal position or the nominal position range, preferably according to the identified defined situations, independently from the identification of a crash situation.

Claims

1. A method of controlling drive units that adjust vehicle-seat components, the method comprising the steps of: predefining, for at least one component, a vehicle speed-dependent crash-related set-position or a vehicle speed-dependent crash-related set position range; starting from an actual position equal to the set-position as a first case or starting from an actual position within the set-position range as a second case, preventing the actual position from being manually or automatically adjustable regardless of a detection of a crash situation in the first case or allowing the actual position to be adjustable only within the set-position range regardless of the detection of a crash situation in the second case.

2. The method as claimed in claim 1, wherein automatic adjustment of a component or prevention of the adjustability of a component is undertaken in a manner depending on at least one defined situation.

3. The method as claimed in claim 2, wherein the defined situation is a presence of a certain speed range.

4. The method as claimed in claim 2, wherein the defined situation is a leaving of a parking situation or a traffic-congestion situation.

5. The method as claimed in claim 2, wherein the defined situation is a leaving of a freeway.

6. The method as claimed in claim 2, wherein the defined situation is an occurrence of a certain comparatively high traffic density.

7. A method of controlling drive units that adjust vehicle-seat components, the method comprising the steps of: predefining for at least one component a vehicle speed-dependent crash-related set position or a vehicle speed-dependent crash-related set-position range; and starting from an actual position different from the set position or outside of the set-position range, automatically adjusting the actual position in a direction of the set position or in a direction of the set-position range regardless of a detection of a crash situation.

8. The method as claimed in claim 7, wherein automatic adjustment of a component or prevention of the adjustability of a component is undertaken in a manner depending on at least one defined situation.

9. The method as claimed in claim 8, wherein the defined situation is a presence of a certain speed range.

10. The method as claimed in claim 8, wherein the defined situation is a leaving of a parking situation or a traffic-congestion situation.

11. The method as claimed in claim 8, wherein the defined situation is a leaving of a freeway.

12. The method as claimed in claim 8, wherein the defined situation is an occurrence of a certain comparatively high traffic density.

13. An electronic control unit comprising a processor that executes a software functional module in order to carry out a process of: predefining, for at least one component, a vehicle speed-dependent crash-related set-position or a vehicle speed-dependent crash-related set position range; starting from an actual position equal to the set-position as a first case or starting from an actual position within the set-position range as a second case, preventing the actual position from being manually or automatically adjustable regardless of a detection of a crash situation in the first case or allowing the actual position to be adjustable only within the set-position range regardless of the detection of a crash situation in the second case.

14. A vehicle-seat system comprising an electronic control unit as claimed in claim 13.

15. A vehicle comprising a vehicle-seat system as claimed in claim 14.

16. An electronic control unit comprising a processor that executes a software functional module in order to carry out a process of: predefining for at least one component a vehicle speed-dependent crash-related set position or a vehicle speed-dependent crash-related set-position range; and starting from an actual position different from the set position or outside of the set-position range, automatically adjusting the actual position in a direction of the set position or in a direction of the set-position range regardless of a detection of a crash situation.

17. A vehicle-seat system comprising an electronic control unit as claimed in claim 16.

18. A vehicle comprising a vehicle-seat system as claimed in claim 17.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0023] FIG. 1 is a schematic representation of an overview of the essential components of the invention with examples relating to adjustable seat components.

[0024] FIG. 2 is a further example relating to a rotatable seat component.

DETAILED DESCRIPTION OF THE DRAWINGS

[0025] In FIG. 1, a vehicle-seat system 1 for a vehicle (which is not represented in any detail) is shown, which comprises an electronic control unit 8 and a vehicle seat with, for instance, the following three adjustable components: a back 2 which is adjustable in its angle of inclination, a leg-support 4 which is adjustable in its angle of inclination, and a seating surface 3 which is rotatable about the vertical axis of the vehicle. The invention could, in particular, also encompass a seating surface that is adjustable in its angle of inclination or in the longitudinal direction of the vehicle, and/or a height-adjustable headrest, etc., as adjustable vehicle-seat components, which however will not be dealt with in any detail in the following embodiment.

[0026] The back 2 is adjusted by a first drive unit 5, the leg-support 4 is adjusted by a second drive unit 6, and the seating surface 3 is adjusted by a third drive unit 7. The drive units 5, 6 and 7 are activated by the control unit 8 for the purpose of adjusting the components 2, 3 and 4.

[0027] The control unit 8 receives, for instance, the vehicle speed V, vehicle-position data GPS (or data pertaining to a navigation system, such as, for example, traffic-congestion information, road-type, etc.) and sensor data for a more detailed obstacle-related environment model U as input signals. The control unit 8 has been configured, in particular, by an appropriately programmed functional module in such a manner that the following method according to the invention can be carried out.

[0028] For the components 2, 3 and 4, in each case a set position P1 that is favorable for a possible crash, or a set-position range W1 that is favorable for a possible crash, is preset in a stepwise manner or continuously, depending on the current vehicle speed V and/or on a vehicle speed V predicted in the near future. In the present case, the set-position range W1 is the angle of inclination of the backrest 2 between the vertical axis PH of the vehicle and a set back position P1, which here is to be the respective vehicle-speed-dependent minimum angle of inclination in the event of a crash.

[0029] Alternatively or additionally, a further set position P1 in the form of a set angle of inclination of the leg-support 4 in relation to the longitudinal axis PL of the vehicle may have been preset.

[0030] Again alternatively or additionally, a further set position P1 in the form of a set angle of rotation or in the form of a maximally permissible set angle of rotation of the seating surface 3 (or of the entire seat) in relation to the longitudinal axis PL of the vehicle, in relation to the direction of travel F, or in relation to the direction A of a possible collision foreseeable via the environment model U, may have been preset (see FIG. 2).

[0031] Starting from an actual position P2 of the back 2, of the leg-support 4 and/or of the seating surface 3 different from the set position(s) P1 or outside the set-position range W1, regardless of the detection of a crash situation, the actual position P2 is automatically adjusted in the direction of the set position P1 or in the direction of the set-position range W1.

[0032] Starting from an actual position P3 (here, only of the back 2) equal to the respective set position P1 or (as in FIG. 1) within the set-position range W1, in accordance with the inventionregardless of the detection of a crash situationin the first case the actual position P2 is not manually or automatically adjustable, or in the second case (as represented in FIG. 1) the actual position P2 is adjustable only within the set-position range W1. Adjustment beyond the range W1 would be prevented.

[0033] The automatic adjustment of a component or the prevention of the adjustability of a component is preferentially undertaken in a manner depending on at least one defined situation.

[0034] In FIG. 1, as an example of a defined situation the presence of a certain comparatively high speed range B3 is represented, in which the vehicle speed V is greater than a certain threshold S that would result in an increased degree of risk. An automatic adjustment in the direction of P1 or W1 could already be begun in preparatory manner in a transition range B2 when approaching this speed range B3 from below. However, within a lower speed range B1which, for instance, could point to a traffic-congestion situation (0<V<S)the prevention of the manual adjustment or the automatic adjustment could be canceled, so that a vehicle occupant could set any comfortable possible position.

[0035] A further defined situation may also be the (impending) leaving of a parking situation or traffic-congestion situation and also the occurrence of a certain comparatively high traffic densitydetected via the environment model Uor the (impending) leaving of a freewaydetected via the position data GPS of a navigation system with route entered.

[0036] The foregoing disclosure has been set forth merely to illustrate the invention and is not intended to be limiting. Since modifications of the disclosed embodiments incorporating the spirit and substance of the invention may occur to persons skilled in the art, the invention should be construed to include everything within the scope of the appended claims and equivalents thereof.