阅读说明：本技术 优选在预碰撞情况下用于运行机动车辆中的座椅部件的电驱动单元的方法、以及用于执行该方法的系统 (Method for operating an electric drive unit of a seat part in a motor vehicle, preferably in the event of a pre-crash, and system for carrying out the method ) 是由 J·施拉德尔 J·哈特曼 B·安德鲁斯 R·贝格尔 J·芒什 于 2020-04-08 设计创作，主要内容包括：本发明涉及用于运行机动车辆中的座椅部件的电驱动单元的方法和系统,优选地在检测到的预碰撞情况的情况下运行机动车辆中的座椅部件的电驱动单元的方法和系统,其中根据乘客的当前位置针对即将发生的碰撞情况接近乘客的最佳的目标位置(S1,S2),其中为此求出用于协调座椅部件调节的调节策略(S3),以便同时或直接依次地操控至少两个驱动单元,使得最小化(S4)驱动单元所需功率。(The invention relates to a method and a system for operating an electric drive unit of a seat part in a motor vehicle, preferably in the event of a detected pre-crash situation, wherein an optimal target position of a passenger is approached for the imminent crash situation as a function of the current position of the passenger (S1, S2), wherein for this purpose an adjustment strategy (S3) for coordinating the adjustment of the seat part is determined in order to operate at least two drive units simultaneously or directly in succession such that the power requirement of the drive units is minimized (S4).)

1. A method for operating an electric drive unit (10) of a seat part in a motor vehicle, preferably in the event of a detected pre-crash situation, wherein an optimal target position of a passenger is approached for an imminent crash situation as a function of the current position of the passenger, wherein for this purpose an adjustment strategy for coordinating the seat part adjustment is determined in order to operate at least two drive units simultaneously or directly in succession such that the power required by the drive units is minimized.

2. Method according to claim 1, characterized in that an adjustment strategy for coordinating the adjustment of the seat parts is determined from the sensor signals of a pre-crash sensor in the motor vehicle, which estimates the acceleration values and the time until a crash of the vehicle in all directions.

3. Method according to claim 1 or 2, characterized in that an adjustment strategy for coordinating the seat component adjustment is determined from the detected position data of the seat component and/or the detected position of the passenger.

4. Method according to one of the preceding claims, characterized in that an adjustment strategy for coordinating the seat component adjustment is determined as a function of detected characteristic values of the passenger, such as weight or body value or state of consciousness.

5. Method according to one of the preceding claims, characterized in that an adjustment strategy for coordinating the seat component adjustment is determined as a function of the maximum performance available of the drive unit and/or its maximum energy reserve, in particular of an associated battery or rechargeable battery or supercapacitor.

6. Method according to any one of the preceding claims, characterized in that the adjustment strategy for coordinating the seat component adjustment takes into account the estimated interaction of the movements of the different seat components, in particular their accelerations.

7. Method according to any one of the preceding claims, characterized in that the adjustment strategy for coordinating the seat component adjustment takes into account the maximum allowed acceleration load of different body parts of the passenger.

8. The method according to any one of the preceding claims, characterized in that an adjustment strategy for coordinating the seat component adjustment manipulates at least two adjustment levels of the seat component, which are selected from seat longitudinal adjustment or seat tilt adjustment or backrest tilt adjustment.

9. Method according to any one of the preceding claims, characterized in that the adjustment strategy for coordinating the seat component adjustment also commands at least one further adjustment level of seat height adjustment or headrest height adjustment or leg rest adjustment in addition to the at least one adjustment level consisting of seat longitudinal adjustment or seat tilt adjustment or backrest tilt adjustment.

10. Method according to one of the preceding claims, characterized in that the electric drive unit of the seat part is operated with an on-board electrical system of 24V or 36V or 48V or 60V and in particular executes the adjustment movement required up to the crash situation in a time period of 0.1 to 0.3 seconds, preferably approximately 0.2 seconds.

11. Method according to any one of the preceding claims, characterized in that the adjustment strategy accelerates the vehicle seat in the direction of travel along the seat longitudinal adjustment and then brakes again, wherein the braking process of the seat longitudinal adjustment is used for the erection of the backrest tilt adjustment which is carried out simultaneously with the braking process to reduce the maximum required power.

12. Method according to any one of the preceding claims, characterized in that the adjustment strategy performs a seat tilt adjustment opposite to the backrest tilt adjustment while the backrest of the backrest tilt adjustment is upright, in order to reduce the maximum required power of the electric drive.

13. Method according to any one of the preceding claims, characterized in that the adjustment strategy coordinates the seat inclination and/or the erection of the backrest to the braking of the vehicle on the basis of a pre-crash sensing device in order to reduce the maximum required power of the electric drive of the backrest inclination adjustment.

14. Method according to one of the preceding claims, characterized in that the electric drive unit is designed in an efficiency-optimized manner and has a self-braking transmission, and in particular respectively a locking ratchet for fixing the seat part in the desired position.

15. A system for carrying out the method according to any one of the preceding claims, characterized in that the system has a pre-crash sensor device and/or an orientation sensor for a seat component and/or a sensor for detecting the position of a passenger, and the sensor data is processed in a control unit of the system in order to determine an adjustment strategy, according to which the individual seat components are controlled by means of an electric drive unit in a pre-crash situation such that the required power of the drive unit is minimized.

Technical Field

The invention relates to a method for operating an electric drive unit of a seat part in a motor vehicle, preferably in the event of a pre-crash, and to a system for carrying out the method according to the independent claims.

Background

DE 10309083 a1 discloses a device for the rapid adjustment of a seat adjustment drive, which moves a backrest into a crash-optimized position by means of a rapid movement when an imminent crash situation is detected. Furthermore, this rapid movement serves as an entry aid for adjusting the unloaded backrest.

If the flexibility of the vehicle seat is further increased in future vehicle designs due to autopilot, the following risks exist: i.e. the passenger is not in a position optimized for the restraint system at the time of the collision and the risk of injury thereof is thereby increased. However, the seat adjustment drives known from the prior art are not suitable for: the seat components are moved through large routes and angles quickly enough within a short period of time until an impending collision is detected. However, for reasons of weight and cost, the incorporation of a significantly more powerful adjustment drive should be avoided.

Disclosure of Invention

In contrast, the method according to the invention for operating a drive unit for a motor vehicle component, preferably a side window, a sliding roof or a seat part, and the drive unit for carrying out the method having the features of the independent claims have the following advantages: the maximum power required by the drive can be reduced by implementing a time-sequential control strategy for the different drive units of the different seat parts. The drive unit can thus be of significantly smaller construction and be embodied more lightweight than if the individual drive units had to adjust different seat parts completely independently of one another. The idea here is: in order to coordinate the drive units, on the one hand the external acceleration of the vehicle can be used and on the other hand the power of one regulation level can be used to actuate another regulation level. By means of this operating configuration, it is possible to bring the occupant in the motor vehicle from one of the rest positions into a seat position optimized for the crash situation in the shortest time, so that the restraint system, for example a belt tensioner or an airbag, can optimally protect the occupant in the event of a crash. As a result, the passenger in the second row seat or in the automatic drive can also be adjusted from any resting position into a target position which is optimal for an imminent collision due to the very rapid adjustment movement of the seat part.

The embodiments set forth in the dependent claims can be advantageously extended and improved by the measures set forth in the dependent claims. The determination of the actuating strategy for the different seat adjustment levels is preferably initiated by the sensor signals of the pre-crash sensor system. The time available until the collision and also the acceleration forces acting on the vehicle during this time period are used as a basis for determining the adjustment strategy. By using sensors already present in the motor vehicle, no additional sensors are required for determining the situation up to the possible collision.

The position data of the seat part are determined continuously by position detection of the electric drive, preferably by an incrementally operating hall sensor system or by a sensorless system which evaluates the current ripple of the control motor.

In addition to the current position data of the seat part and/or the passenger, the individual characteristic values of the passenger are also used to determine the adjustment strategy. These individual characteristic values of the passenger can be read into a memory, for example, or can be determined in the vehicle by means of a sensor suitable for this purpose. It is particularly advantageous: the weight and body value of the passenger, in particular the body size, can be used as a basis for the formulation of the adjustment strategy.

In order to achieve the best possible seat position for an imminent collision within the still available time, the maximum performance of the individual drive units is also taken into account for the adjustment strategy. Additionally, the current state of the available energy may also be used to find the regulation strategy.

In order to save energy for the adjustment movement, the dynamics of the individual adjustment levels of the seat parts are taken into account. In particular, the braking of the first adjusting movement can thus be used to accelerate the seat part of the second adjusting movement. This can be reasonable, for example, in that: the different adjusting movements are initiated in succession, not exactly simultaneously, but staggered.

In order to prevent injuries to the passengers during the rapid adjustment movement in the pre-crash time interval, the maximum load of the individual body parts at maximum acceleration is taken into account for the adjustment strategy. Here, for example, it is preferable to note that: the head or neck region is subject to lower acceleration than other parts of the body. For example, in a pre-crash system, the maximum acceleration values of the individual body parts are determined and stored in the control unit to generate the control strategy.

The adjustment strategy preferably controls at least two different adjustment movements of different seat parts, wherein the seat longitudinal adjustment and the seat tilt adjustment and the hoop seat tilt adjustment are considered to be of the greatest importance in order to achieve an optimal target position in the event of a crash. In this case, at least two of the regulation levels, preferably all three, are coordinated with one another by a regulation strategy.

In addition, other adjustment levels, such as seat height adjustment, headrest height adjustment, leg rest length adjustment, may also be considered in the adjustment strategy. The adjustment strategy can comprise at least two of all seat adjustment levels, or also three, or four or more adjustment levels.

In order to reach the desired target position as quickly as possible, the electric drive unit is preferably operated at a voltage which is significantly greater than the usual 12 volt vehicle electrical system. Preferably, a voltage of about 24 volts, 36 volts, 48 volts or 60 volts is applied to the drive motor, so that, for example, all necessary seat components can be adjusted within a pre-crash time period of about 0.1 to 0.3 seconds. During this time period, a movement of the seat part up to a length adjustment of 20 cm or a tilt angle of 15 ° can then be achieved by means of the adjustment strategy.

A particularly effective adjustment strategy is obtained by the coordination of the longitudinal seat adjustment with the backrest inclination adjustment. The moment of inertia of the seat longitudinal adjustment braking process is used to reduce the energy requirement when the seat back is erected. For this purpose, the actuator of the seat backrest is activated later in time in relation to the actuator of the seat longitudinal adjustment, so that in particular the greatest possible overlap of the braking process of the seat longitudinal adjustment with the backrest adjustment is utilized.

Another advantageous adjustment strategy consists in an advantageous coordination of the seat inclination adjustment with the backrest inclination adjustment. In this case, the seat inclination is preferably adjusted at the same time as the seat back is erected.

For determining the control strategy, in addition to the interaction of the different control levels, external accelerations acting on the motor vehicle can also be taken into account. In this case, in particular for an imminent front end collision, the applied braking of the vehicle can be used for a more effective backrest inclination adjustment, in which the passenger is raised accordingly for the crash situation. By means of the pre-crash sensor device, a predictable acceleration value is provided for the adjustment strategy of the electric drive.

In order to achieve the most rapid possible adjustment of the seat part in the event of a pre-crash, the electric drive has in particular the highest possible efficiency. For this purpose, the drive and the bearing of the electric drive are designed such that they have as low a self-locking as possible. In this embodiment it is necessary that: the drive unit then has a locking ratchet which keeps the seat part in its orientation when the target position is reached.

The system according to the invention for determining and executing an adjustment strategy for adjusting different seat components advantageously uses an existing pre-crash sensor which detects a possible imminent crash. Furthermore, the existing orientation sensor of the drive motor of the seat part is used to detect the current position of the seat part. The system has a control device into which these existing raw data are read. An adjustment strategy for actuating the drive motor is determined in the control device on the basis of the time period until the collision is still available and the current position of the seat part. In addition, previously determined data, for example, specific characteristic values of the passenger, for example height or weight, can be stored in the control device. The maximum performance of the electric drive can likewise be stored in the control device. The adjustment strategy was derived from all these data with the goal of: the optimal position of the passenger is achieved by means of a given electric drive during a preset period of time. Note here that: the passengers are not subjected to excessive accelerations and the on-board electrical system of the vehicle is loaded as little as possible.

Drawings

The invention is explained in more detail below on the basis of examples, without the invention being restricted thereto.

Wherein:

figure 1 schematically shows method steps for operating an electric drive unit (10) of a seat part in a motor vehicle in a crash situation,

FIG. 2a shows the time profile of the power of the backrest adjustment, and

fig. 2b shows the time curve of the acceleration of the corresponding longitudinal seat adjustment.

Detailed Description

Fig. 1 schematically shows a method for operating an electric drive unit for a seat part in a motor vehicle. In a first step S1, the pre-crash sensing device identifies a risk of an impending crash. The pre-crash sensing means comprises acceleration and/or rotation rate sensors, but may be used in conjunction with any other environmental sensors, such as radar, ultrasonic and video sensors. In order to determine the actuating strategy for the coordinated adjustment of the seat parts, the pre-crash sensor device provides the necessary time period and the acceleration acting on the vehicle at that time.

In a further step S2, the current position of the respective seat part is detected. Since the drive units each have a position detection in order to approach the predetermined position, the current value of the position detection can be used to determine the control strategy.

Additionally, according to step S3, optionally passenger-specific characteristic data can be recorded, which either have been saved earlier or are currently detected by the respective internal sensor device (e.g. camera, seat occupancy sensor). For example, the weight and body value of the passenger may be used to develop a regulatory strategy.

Furthermore, in step S4, the current energy reserve of the electric drive unit to be operated, in particular the state of charge of a battery or a rechargeable battery or a supercapacitor, can be detected. The maximum performance of the individual electric drives, which is dependent on the structure, is likewise stored in the system for determining the regulating strategy.

In step S5, an optimal adjustment strategy for the electric drive unit for actuating the seat part is generated, taking into account all these available input data. Here, the goal of the regulation strategy is: the optimal seat position for the passenger for the particular crash situation is approached within the still available time. Since the optimum chronological sequence of the movements of the individual control levels is determined in a targeted manner, the maximum power required by the internal electric drive can be reduced — thus reducing the overall size. The regulation strategy also takes into account, in particular: certain body parts, such as the head and neck, are not subjected to excessive acceleration loads. The control strategy is determined in a processor of the control unit, preferably by means of an algorithm implemented for this purpose. The electric drive is then also operated via the control device.

In step S6, the individual electric drives of the different control levels are now actuated. According to the regulation strategy, the time sequence and power requirements of the drives are coordinated so that the maximum power and energy consumption of the drives are reduced by making full use of the synergistic effect of the different movements. This regulation strategy also allows: the seat part is adjusted to a large adjustment distance and angle in a short time, so that even in the event of an imminent collision, the passenger can be moved in time from a comfortable position, for example in automatic driving, to a safe target position, in order to operate the restraint system optionally.

As an example of an adjustment strategy, the coordination of the adjustment level of the backrest inclination adjustment with the longitudinal seat adjustment is illustrated in the diagrams of fig. 2a and 2 b. In fig. 2a, the acceleration a of the adjusting movement of the seat longitudinal adjustment over time t is shown, which starts immediately after the detection of a pre-crash situation at time t =0. The entire seat with the passenger is here moved in the direction of travel, for example at 1.3m/s²And (4) accelerating. As a reference line, a =0m/s as a dotted line²The situation is shown without longitudinal adjustment of the seat.

The required power is plotted in fig. 2b with respect to time t as the required torque m at the joint of the backrest inclination adjustment. Without actuating the longitudinal seat adjustment, a maximum torque of approximately 1000Nm is required for the backrest adjustment, which is shown as a dashed line. The drive for the backrest inclination adjustment is activated only at 0.06s, before which the drive must exert a holding torque of approximately 300Nm for the backrest if the seat is not accelerated in the longitudinal direction.

The longitudinal adjustment of the seat is first performed with a =1.3m/s²In case of acceleration and then braking (solid line in fig. 2 a), the maximum torque required for backrest inclination adjustment is reduced to about 650Nm (solid line in fig. 2 b), sinceThe braking of the longitudinal seat adjustment causes a moment of inertia of the seat back and the passenger, which significantly reduces the maximum power requirement during said braking. During acceleration of the longitudinal movement of the seat, the holding moment for the backrest (approximately 650 Nm) in Δ t =0.0-0.05s is significantly greater than without longitudinal adjustment of the seat. However, due to the adjustment strategy, the backrest inclination adjustment is carried out at a lower maximum required power by later actuation of the actuator for backrest inclination adjustment (at the moment of braking of the seat longitudinal adjustment) than when the two actuators of the two adjustment levels are activated simultaneously.

It should be noted that: with regard to the embodiments shown in the figures and the description, various combination options of the individual features with one another are possible. Thus, for example, individual method steps may be omitted or the order changed. Different sensors can be used for inputting data or the data can be stored in the control device beforehand. The coordination of the number of adjustment levels and the specific actuation strategy can be adapted to the respective seat and crash event. Preferably, an electric motor with a subsequent transmission is used as an electric drive, wherein different transmission configurations, such as a worm transmission, an eccentric transmission or a spur or bevel gear transmission, can be used. The control unit can be designed as a central control device for a plurality of electric motors, or be integrated into the control device of the drive, or be a component of the pre-crash control. Likewise, the method may also be used in applications other than pre-crash events, for example as an entry/exit aid for quick adjustment of seat parts or for other comfort applications in motor vehicles.