JP3233764B2 - Power seat control device for vehicles - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a power seat for a vehicle, and more particularly to a power seat control device for a vehicle suitable for controlling the power seat to move along both seat rails.

[0002]

2. Description of the Related Art Conventionally, in a vehicle power seat control device of this type, for example, as disclosed in Japanese Patent Publication No. 4-70172, a vehicle power seat control device is provided on a floor surface in a vehicle cabin in a front-rear direction. A pair of left and right seat rails fixed at intervals are employed, and the power seat is mounted on both seat rails such that the left and right ends thereof are fixed on the upper rails of the respective seat rails. And
A nut is non-rotatably held at an intermediate portion of the upper rail via a bracket on the outer side of the inner side wall of one upper rail, and a screw shaft screwed to the nut has front and rear ends at each end through respective bearings. Each bracket is rotatably supported at the front and rear ends of one of the lower rails, and is held parallel to and outside the inner wall side wall of the same lower rail.

[0003] A motor is supported on the front end of one of the lower rails via a bracket so that its rotation axis is orthogonal to the screw axis. Further, the worm wheel is supported by the front end of the screw shaft so as to be relatively non-rotatable and relatively movable in the axial direction in the housing fixed on the bracket supporting the motor as described above. Worm gear meshing with the wheel,
It is supported by the rotation shaft of the motor in the housing. Thus, when the motor rotates forward or backward, the worm gear rotates forward or reverse, the worm wheel rotates in the same way, the screw shaft rotates in the same direction, and the nut pivots forward or backward along the screw shaft. By moving each upper rail along the lower rail of each seat rail, the power seat is driven in the front-rear direction.

[0004]

However, in such a configuration, as described above, the nut is non-rotatably supported on the upper rail via the bracket, while the screw shaft is connected to the motor via the worm gear and the worm wheel. , The nut or upper rail is moved forward and backward.
Therefore, as a matter of course, only a single motor for driving the worm gear is used as the driving source. Therefore, the moving speed of the nut, that is, the power seat, is controlled by the rotation speed of the single motor.
It is regulated to a certain value. In such a case, the rotation speed of the motor is usually set to a single speed, for example, an intermediate set speed (rotation speed corresponding to 25 mm / sec). Fixed to As a result, the moving speed of the power seat cannot be adjusted, and if the moving speed does not match the preference of the seated occupant of the power seat, there is a problem in that the seated occupant is uncomfortable. Further, since the moving speed of the power seat is constant as described above, in the process of moving the power seat to the target position, the moving speed of the power seat cannot be controlled according to the preference of the seated occupant. There was a problem of giving discomfort.

[0005] Further, the thrust of the motor against the power seat is usually 30 (kgf) on the basis of static friction.
However, the weight is set to about 100 (kgf) in consideration of the weight of the occupant and the sitting posture (in a state where the foot is depressed). Therefore, irrespective of the increase or decrease in the load of the occupant on the power seat, 100 (kgf)
The power seat is moved with a certain degree of thrust. For this reason, there is a problem in that the smaller the load on the motor, the more the thrust becomes. In addition, the mechanical strength of the power seat device itself must be increased unnecessarily, which causes a problem that the size of the power seat device is increased. In addition to the power seat device having the above-described configuration, there is also a configuration disclosed in Japanese Utility Model Publication No. 4-40984. However, in this configuration, the screw shaft is non-rotatably supported by the lower rail via each bracket, while a nut screwed to the screw shaft is rotatably supported in a holder fixed to the upper rail, The worm gear meshing with the worm wheel formed on the outer peripheral wall of the nut is rotated forward or backward by the motor, so that the upper rail moves in the front-rear direction. Therefore, this configuration is substantially different from the configuration of Japanese Patent Publication No. 4-70172 only in that the member driven by the motor is a nut. Occurs.

On the other hand, it is conceivable to employ a vehicle wiper control device for driving a power seat. In this case, in this wiper control device, a single wiper motor incorporates three brushes arranged out of phase with each other, and by switching energization to each brush, the rotational speed of the wiper motor is reduced. It is designed to switch between high and low two-stage speed. The wiper controller focuses on the fact that the rotational speed of the wiper motor and the total number of conductors of the armature winding are inversely proportional to each other. The number of rotations is increased by apparently decreasing the number. Therefore, the torque of the wiper motor, which changes in proportion to the total number of conductors, decreases with the apparent decrease in the total number of conductors. In other words, when the wiper motor is rotated at a high speed, the thrust of each upper rail is in the range of 100 (kgf) or less, but rapidly changes in inverse proportion to the moving speed of each upper rail. For this reason, the higher the moving speed of each upper rail is, the more the thrust is reduced and the thrust is insufficient, so that there is a problem that the upper rails cannot move smoothly. On the other hand, if the wiper motor is rotated at a low speed, the thrust of each upper rail greatly exceeds 100 (kgf) and increases unnecessarily, so that the strength of the mechanical components such as the seat rails is smaller than that in the above case. Must be much higher, so that
Further enlargement of the mechanical configuration of the seat rail and the like is inevitable.

In addition, when a wiper motor is used as a motor for driving the power seat, there is a problem that the outer dimensions and weight of the motor are increased and the size of the motor is increased, as well as the power consumption is significantly increased. In this case, a method is conceivable in which a resistor is connected in series to the motor and power is lost by this resistor at low speed rotation. However, even with such a configuration, the same problem as described above occurs. Therefore, the present invention
In order to cope with the above, in a vehicle power seat control device, a pair of small motors is effectively utilized,
Properly moves the power seat with a speed change that reduces the acceleration according to the occupant's preference by expanding the range of power seat movement speed while ensuring a compact configuration, thorough and sufficient thrust and prevention of unnecessary power consumption. It is to try to make it.

[0008]

In order to solve the above-mentioned problems, according to the present invention, a lower rail and a lower rail are disposed in parallel on a floor of a vehicle along a longitudinal direction of the lower rail. A pair of seat rails each having an assembling upper rail, a power seat mounted on each of the upper rails, and a one-way operation state operated when the power seat is moved in one direction or another direction. Or an operation unit that is in the other direction operation state, and a control unit that controls the power seat to move in the one direction or the other direction based on the one direction operation state or the other direction operation state of the operation unit. The power seat control device is characterized in that it is configured as follows. That is, the configurational feature of the present invention is characterized in that the one-way operation state of the operation means is a first high-speed mode operation state and a low-speed mode when the power seat is moved in the one direction in the high-speed mode and the low-speed mode. A mode operation state, while the other direction operation state of the operation means is
A second high-speed mode operation state and a low-speed mode operation state when the power seat is moved in the other direction in the high-speed mode and the low-speed mode, and the control unit is arranged along the moving direction of the power seat. A small motor with a fixed-side reduction gear fixed to one outer wall of both lower rails, having a reduction gear output-side gear rotation shaft, and a reduction gear output-side gear coaxially opposed to the reduction gear output-side gear rotation shaft A small motor with a traveling-side reduction gear fixed to the outer wall of the one upper rail corresponding to the one lower rail, and a reduction gear output-side gear rotation shaft of each of the two small reduction motors; A screw shaft extending coaxially and integrally from one side and screwably movably screwed into the other reduction gear output side gear rotation shaft; and a first or second low speed mode operation state of the operation means. , In order to move the power seat in the one direction or the other direction, the small motor with both reduction gears is drive-controlled so that the lead of the screw shaft is apparently reduced for a first predetermined time, and the first predetermined After a lapse of time, the low-speed mode control means for driving and controlling one of the small motors with both reduction gears, and the first or second high-speed mode operation state of the operation means causes the power seat to move in one direction or the other. In order to move the small motor with both reduction gears, the drive of the small motor with both reduction gears is controlled so that the lead of the screw shaft is apparently reduced for the first predetermined time, and then one of the small motors with both reduction gears is moved to the second position. 2. A high-speed mode control means for controlling the drive for a predetermined time and after the elapse of the second predetermined time, controlling the drive of the small motors with both reduction gears so as to increase the apparent lead of the screw shaft. Lies in the so equipped and.

[0009]

According to the present invention, when the operating means is set to the first or second low-speed mode operating state, the low-speed mode control means causes the power seat to move in one direction or another direction. In order to move the small motor with both reduction gears, the lead of the screw shaft is drive-controlled so that the lead of the screw shaft is apparently reduced during the first predetermined time, and after the first predetermined time, the two small reduction gears are mounted. Drive control of one of the small motors. On the other hand, when the operation means is set to the first or second high-speed mode operation state, the high-speed mode control means causes the small motors with both reduction gears to move the power seat in the one direction or the other direction. Controlling the drive so that the lead of the screw shaft is apparently reduced for the first predetermined time, and then driving and controlling one of the small motors with both speed reducers for the second predetermined time; After a lapse of time, the drive of the small motors with both reduction gears is controlled so that the lead of the screw shaft is apparently increased.

[0010]

As described above, the small motors with both reduction gears are attached to the lower rail and the upper rail of the seat rail, respectively, and the respective reduction gear output side gear shafts of the motors with both reduction gears are operated by the screw shafts. The operation to drive one of the small motors with both reduction gears or to drive these small motors with reduction gears so that the lead of the screw shaft is apparently increased or decreased. Means, and the moving speed range of the power seat is expanded as necessary, so that the thrust on the power seat is ensured in a range of an appropriate value or less without excess or shortage, and The movement can be accurately and smoothly performed at a speed according to the occupant's preference, that is, at a low speed or a high speed. In such a case, as described above, in the low-speed mode control in one direction or the other direction of the power seat, the drive control of the small motors with both reduction gears for apparently reducing the lead of the screw shaft is performed in the second mode. Only during the elapse of the predetermined time, after the elapse of the first predetermined time, the control is shifted to the drive control of one of the small motors with both reduction gears. The value is shifted to the original value of the lead of the screw shaft, and the degree of increase in acceleration under low-speed movement of the power seat is appropriately suppressed. Thereby, the low-speed movement adjustment of the power seat is performed while alleviating the increase in acceleration immediately after the start, and as a result, the discomfort of sudden acceleration of the occupant in the low-speed mode of the power seat can be appropriately removed.

On the other hand, in the high-speed mode control in one direction or the other direction of the power seat, the drive control of the small motors with both reduction gears so as to apparently reduce the lead of the screw shaft is performed for the first predetermined time. During the second predetermined time after the elapse of the first predetermined time, the control shifts to one drive control of one of the small motors with both reduction gears, and after the elapse of the second predetermined time, The control is shifted to the drive control of the small motor with both reduction gears so that the leads are apparently increased. Therefore, the degree of increase in the acceleration of the power seat is appropriately suppressed with the transition from the apparent decrease in the lead of the screw shaft to the original lead value and the subsequent apparent increase. Thus, the high-speed movement adjustment of the power seat is performed while alleviating the increase in acceleration immediately after the start, and as a result, the discomfort of the occupant in the rapid acceleration under the high-speed mode control of the power seat can be appropriately removed. Also, as mentioned above,
Since the thrust to the power seat can be suppressed within the above range, the power seat device of this type can be provided with a compact external size without increasing the mechanical strength and weight. Further, since the small motor with both reduction gears is employed as described above, the power consumption can be suppressed to a necessary minimum.

[0012]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings. FIG. 1 shows an example of a power seat control device for a vehicle according to the present invention. This power seat control device
The vehicle is provided with a pair of left and right seat rails RL, RR, and these seat rails RL, RR are arranged in parallel in the front-rear direction on the floor surface of the vehicle interior of the vehicle at intervals on the left and right. The two seat rails RL, RR are configured symmetrically to each other with respect to the longitudinal axis of the vehicle.
Power seat 1 is provided on both of these seat rails RL and RR.
0 is attached. The left seat rail RL includes a lower rail 20 having a substantially U-shaped cross section, and the lower rail 20 is fixed to the left side of the floor surface of the passenger compartment along the front-rear direction at a bottom wall thereof. Also, left seat rail R
L has an upper rail 30 having a substantially inverted U-shaped cross section. The upper rail 30 is mounted on the lower rail 20 so as to be movable in the front-rear direction so as to cover the upper rail from above and outside.

On the other hand, the right seat rail RR has a substantially U-shaped section.
A lower rail 40 having a U-shape is provided, and the lower rail 40 is fixed to the right side on the floor surface of the vehicle interior along the front-rear direction at a bottom wall thereof. Also, the right seat rail RR is
The upper rail 50 having a substantially inverted U-shaped cross section is provided.
The upper rail 50 is mounted on the lower rail 40 so as to be movable in the front-rear direction so as to cover the lower rail 40 from above and outside. The seat portion 11 of the power seat 10
As shown in FIGS. 1 and 2, L-shaped brackets 32 and 33 and upper rails 50 fastened to the front and rear portions of the upper wall 31 of the upper rail 30 at the left and right edges, respectively.
L-shaped brackets 52 and 53 fastened to the front and rear portions of the upper wall 51 are received from below. FIG.
Reference numeral 12 indicates a seat back portion of the power seat 10.

The drive mechanism 60 has a gear box 61 as shown in FIGS. 1 to 4, and the gear box 61 is provided with a bracket 52 in a casing 61a.
Are fastened to the lower surface of the extending portion 52a toward the bracket 32 side. This gear box 61 has a casing 61a.
Worm gear 61b and worm wheel 61c
(See FIG. 6).
b is engaged with the worm wheel 61c with its input shaft orthogonal to the rotation axis of the worm wheel 61c.
However, the input shaft of the worm gear 61b is the upper rail 5
The worm wheel 61c is located at a right angle to the left wall, while the rotation axis of the worm wheel 61c is located along the longitudinal direction of the upper rail 50 and parallel to the left wall.

The DC motor 62 is assembled to the casing 61a of the gear box 61 by its stator in coaxial connection with the input shaft of the worm gear 61b. Made through. However, the reduction ratio of the gear box 61 is selected to a predetermined value in consideration of an appropriate moving speed of the power seat 10. Further, a small DC motor is used as the DC motor 62, and the relationship between the thrust and the moving speed of the upper rail 50 obtained under the operation of the DC motor 62 is represented by a straight line shown by a solid line in FIG. Specified by L1. In such a case, on the straight line L1, the thrust is zero when the moving speed is 28 (mm / sec), and the thrust is 100 (kgf) (see FIG. 7) when the moving speed is zero. Therefore, for example, when the load on the DC motor 62 is the rated load, the moving speed is 24 (mm / mm).
sec).

The rotating shaft of the worm wheel 61c of the gear box 61 is constituted by a longitudinal screw shaft 63 as shown in FIGS. 1 to 4, and the screw shaft 63 has a front end 63a. At the rear end 6 while being coaxially fitted to the worm wheel 61c.
At 3b, a bracket 54 fixed to the rear portion of the left wall of the upper rail 50 is rotatably supported via a receiving member 54a. On the outer peripheral surface of the screw shaft 63, a male screw portion is formed in the axial direction over a predetermined range so as to secure the moving range of the upper rail 50 in the front-rear direction. Thus, in the gear box 61, the worm gear 61b
Rotates clockwise (see the arrow direction indicated by the solid line in FIG. 6), the worm wheel 61c rotates forward (see the arrow direction indicated by the solid line in FIG. 6). On the other hand, when the worm gear 61b rotates counterclockwise (see the direction of the arrow indicated by the broken line in FIG. 6), the worm wheel 61c rotates in the reverse direction (see the direction of the arrow indicated by the broken line in FIG. 6).

The gear box 64 has a casing 64
a, the lower rail 40 is fastened to the front end of the lower surface of the bottom wall via the bracket 41.
Similarly to the gear box 61, the casing 64a has a worm gear 64b and a worm wheel 64c built therein (see FIG. 6). In the gearbox 64, the worm gear 64b is connected to the worm wheel 6
The input shaft of the worm gear 64b is perpendicular to the rotation axis of the worm wheel 4c, and the input shaft of the worm gear 64b is located at right angles to the left wall of the upper rail 50. On the other hand, the worm wheel 64 c is coaxially fitted to the screw shaft 63 at the rotation shaft hole, and a female screw portion formed on the inner peripheral surface of the rotation shaft hole of the gear box 64 is It is screwed to the male screw part so as to be relatively movable in the axial direction.

Thus, in the gearbox 64,
When the worm gear 64b rotates clockwise (see the direction of the arrow indicated by the solid line in FIG. 6), the worm wheel 64b rotates.
c rotates forward (see the direction of the arrow indicated by the solid line in FIG. 6). This means that the worm wheel 64c advances the screw shaft 63 by the forward rotation (see the direction of the arrow indicated by the solid line in FIG. 6). On the other hand, when the worm gear 64b rotates counterclockwise (see the direction of the arrow indicated by the broken line in FIG. 6), the worm wheel 64c rotates in the reverse direction (see the direction of the arrow indicated by the broken line in FIG. 6). This means that the worm wheel 64c causes the screw shaft 63 to move backward (see the arrow direction indicated by the broken line in FIG. 6) by the reverse rotation. However, gearbox 64
Is set to the same value as that of the gear box 62.

The DC motor 65 is assembled to the casing 64a of the gear box 64 by its stator in a manner coaxially connected to the input shaft of the worm gear 64b. Made through. However, as the DC motor 65, a small DC motor similar to a conventional power seat motor (40 (W) to 50 (W)) is used.
The relationship between the thrust of the upper rail 50 and the moving speed obtained under the operation of (1) is specified by a straight line L2 indicated by a solid line in FIG. In such a case, on the straight line L2, the thrust becomes zero when the moving speed is 23 (mm / sec), and the thrust becomes 50 (kgf) when the moving speed is zero. Therefore, for example, when the load on the DC motor 65 is the rated load, the moving speed is 16 (mm / sec).
Becomes In FIG. 2, reference numeral 34 denotes a bracket fixed to the front portion of the lower surface of the left lower rail 20 on the lower surface of the right wall.

Next, the electric control circuit E of the device of the present invention will be described with reference to FIGS. The operation switch mechanism SW is mounted at an appropriate position in the passenger compartment of the vehicle, and the operation switch mechanism SW includes two sets of fixed contact systems 110.
a, 110b and a switching contact 120. The fixed contact system 110a includes the fixed contacts 111, 1
12 and 113, while the fixed contact system 110b
Consists of fixed contacts 114, 115 and 116. As shown in FIG. 8, each of the fixed contacts 111 to 113 of the fixed contact system 110a is arranged symmetrically with respect to each of the fixed contacts 114 to 116 of the fixed contact system 110b with respect to the switching contact 120. Contacts 111 and 112
Are connected in series with each other and have switching contacts 120
Are arranged so as to be selectively supplied by The fixed contact 113 is arranged so as to be turned on by the switching contact 120 together with the fixed contact 112. On the other hand, the fixed contacts 114 and 115 are arranged so as to be connected in series with each other and to be selectively turned on by the switching contact 120. The fixed contact 116 is
It is arranged to be turned on by the switching contact 120 together with the fixed contact 115. The switching contact 120
Is connected to the positive terminal of the DC power supply so that power is supplied from the DC power supply (12 (V)). In the present embodiment, the switching contact 12 is provided in the operation switch mechanism SW.
Low speed forward switch SW _LF by 0 and fixed contact 111
And the switching contact 120 and both fixed contacts 11
2 and 113 constitute a high-speed forward switch SW _HF , a switching contact 120 and a fixed contact 114 constitute a low-speed reverse switch SW _LR , and a switching contact 120 and both fixed contacts 115 and 116 constitute a high-speed reverse switch SW. _HR is composed.

The acceleration relaxation treatment circuit 130, as shown in FIG. 8, the fixed contact of the low-speed forward switch part SW _LF 111
It is connected to the. The acceleration relaxation processing circuit 130 has a resistor 131, the resistor 131, at the non-grounded terminal, switching contacts of the low-speed forward switch part SW _LF 1
20 and the fixed contact 111, the DC power supply (12
(V)) to generate a terminal voltage. Further, the acceleration mitigation processing circuit 130 has a differentiating circuit 132 including a capacitor 132a and a variable resistor 132b. The differentiating circuit 132 generates a differentiated pulse by differentiating the terminal voltage of the resistor 131. However, the charging time constant T1 of the differentiating circuit 132 is such that the speed of the power sheet 10 is 8 (mm / sec.) After the forward or backward movement of the power sheet 10 is started.
, And has a role of simulating at least the time required for the switching operation of the switching contact 120 of the operation switch mechanism SW to at least the same predetermined time. Note that the capacitor 132a is connected to the resistor 13
Discharge instantaneously through 1. The inverter 133 is a resistor 13
The input DC voltage to 1 is inverted to produce a low level signal. The NOR gate 134 generates a low-level gate signal during the charging time constant T1 after the rising of the differential signal from the differentiating circuit 132, based on the generation of the low-level signal from the inverter 133. Is inverted to a high level when the charging time constant T1 has elapsed.
Note that the threshold value for inverting the output level of the NOR gate 134 corresponds to the level of the differential pulse when the charging time constant elapses after the rising of the differential pulse from the differentiating circuit 132.

The acceleration mitigation processing circuit 140 is connected to the fixed contact 113 of the high-speed forward switch SW _HF and the acceleration mitigation processing circuit 130. This acceleration relaxation processing circuit 1
40 has a resistor 141, and the resistor 141 is supplied with power from the DC power supply (12 (V)) through its non-ground terminal via the switching contact 120 and the fixed contact 113 of the high-speed forward switch SW _HF. To generate a terminal voltage. Note that the resistor 141 has a ground terminal. Further, the acceleration mitigation processing circuit 140 has a resistor 142, which receives a high-level gate signal from the NOR gate 134 at its non-ground terminal and generates a terminal voltage.
The acceleration mitigation processing circuit 140 includes a capacitor 143
a and a variable resistor 143b, which differentiates the terminal voltage of the resistor 142 to generate a differentiated pulse. However, the capacitor 14
The charging time constant of 3a is set smaller than about 0.2 (second). The capacitor 142a discharges instantaneously through the resistor 141.

Inverter 144 inverts the level of the gate signal from NOR gate 134. NOR gate 1
45 generates a low-level gate signal during the elapse of the charging time constant after the rising of the differential pulse from the differentiating circuit 143 under the generation of the low-level gate signal from the inverter 144; Is inverted to a high level when the charging time constant elapses. Note that N
The threshold value for inverting the output level of the OR gate 145 corresponds to the level of the differential pulse when the charging time constant elapses after the rise of the differential pulse from the differentiating circuit 143. The AND gate 146 generates a low-level gate signal in response to a low-level gate signal from the NOR gate 145 under the generation of a terminal voltage from the resistor 141, and outputs a high-level gate signal from the NOR gate 145. A high level gate signal is generated in response to the signal. The integrating circuit 147 includes a resistor 147a and a capacitor 147b.
The high level gate signal from 6 is integrated to produce an integrated signal. However, the sum of the charging time constant of the integrating circuit 147 and the charging time constant of the differentiating circuit 143 (hereinafter referred to as a time constant T2) indicates that the speed of the power seat 10 is 8 (mm / sec).
c. ), A predetermined time (approximately 0.2 (second)) required to further reach 24 (mm / sec.). Note that the capacitor 147a discharges instantaneously through an element constituting the output stage of the AND gate 146.

As shown in FIG. 8, the acceleration mitigation processing circuit 150 has the same configuration and function as the acceleration mitigation processing circuit 130.
Are a resistor 131, a differentiating circuit 132 (a capacitor 132a and a resistor 132b), a resistor 151 and a differentiating circuit 152 (a capacitor 152a and a resistor 152b) corresponding to the inverter 133 and the NOR gate 134, an inverter 153 and a NOR, respectively. A gate 154 is provided. The resistor 151 is connected to the fixed contact 114 of the low-speed reverse switch portion SW _LR at its ungrounded terminal. The acceleration mitigation processing circuit 160 has the same configuration and function as the acceleration mitigation processing circuit 140 as shown in FIG.
Are the resistors 141 and 14 of the acceleration relaxation processing circuit 140.
2. Differentiating circuit 143 (capacitor 143a and resistor 14
3b), inverter 144 and NOR gate 145, A
Resistors 16 corresponding to the ND gate 146 and the integrating circuit 147 (resistor 147a and capacitor 147b) respectively
1, resistor 162, differentiating circuit 163 (capacitor 163a
And a resistor 163b), an inverter 164, a NOR gate 165, an AND gate 166, and an integrating circuit 167 (a resistor 167a and a capacitor 167b). The resistor 161 is connected to the high-speed backward switch portion SW _HR fixed contact 116 at its ungrounded terminal, also, resistor 16
2 is the non-ground terminal of the acceleration mitigation processing circuit 150
It is connected to the output terminal of OR gate 154.

The AND gate 170a is connected to the NOR gate 1
In response to the generation of each high level gate signal from the AND gate 146 and the high level gate signal, the integration circuit 147 generates a low level gate signal while the charging time constant elapses, and the integration signal generated when the charging time constant elapses. Generates a high-level gate signal in response to the Also, an AND gate 170
b is a low-level gate signal generated during the charging time constant of the integrating circuit 167 based on the generation of the high-level gate signal from the AND gate 166, and the integrated signal generated when the charging time constant has elapsed. Generates a high-level gate signal in response to the The transistor 180 is biased by the resistor 181 in response to the terminal voltage from the resistor 131 of the acceleration mitigation processing circuit 130 and is turned on, and is turned off in response to the stop of the generation of the terminal voltage from the resistor 131. However, the collector of the transistor 180 is connected to the positive terminal of the DC power supply (12 V) via the relay coil 220a. The relay coil 220a is excited by the conduction of the transistor 180 and demagnetized by the non-conduction of the transistor 180. Relay coil 220
a constitutes a relay together with the changeover relay switch 220b, and the changeover relay switch 220b
As shown in FIG. 10, the grounded fixed contacts 221 and 1
A fixed contact 222 connected to the positive terminal of the 3.5 (V) DC power supply and a switching contact 223 connected to one end of the DC motor 62 are provided. The switching contact 223 is turned on to the fixed contact 222 by exciting the relay coil 220a, and is turned on to the fixed contact 221 by demagnetizing the relay coil 220a.

The transistor 190 responds to the terminal voltage from the resistor 151 of the acceleration mitigation processing circuit 150 by using the resistor 1
It is biased by 91 and becomes conductive, and becomes non-conductive in response to the stop of the generation of the terminal voltage from the resistor 151. However, the collector of the transistor 190 is connected to the positive terminal of the DC power supply (12 (V)) via the relay coil 230a. The relay coil 230a is excited by the conduction of the transistor 190, and is demagnetized by the non-conduction of the transistor 190. Relay coil 230
a constitutes a relay together with the changeover relay switch 230b, and the changeover relay switch 230b
The grounded fixed contact 231 and the DC power source (13.5)
(V)), a fixed contact 232 connected to the positive terminal and a switching contact 233 connected to the other end of the DC motor 62. The switching contact 233 is connected to the relay coil 230
It is applied to the fixed contact 232 by the excitation of a, and is applied to the fixed contact 231 by the demagnetization of the relay coil 230a.

The transistor 200 has an AND gate 17
In response to the high-level gate signal from Oa and / or the differentiated pulse from the differentiation circuit 152 of the acceleration mitigation processing circuit 150, the gate is biased by the OR gate 201 and the resistor 202 to conduct, and the high from the AND gate 170a. It becomes non-conductive in response to the stop of generation of the level gate signal and the differentiation pulse from the differentiation circuit 152. However, the collector of the transistor 200 is connected to the positive terminal of the DC power supply (12 (V)) via the relay coil 240a. The relay coil 240a is excited by the conduction of the transistor 200, and is demagnetized by the non-conduction of the transistor 200. The relay coil 240a constitutes a relay together with the switching relay switch 240b. The switching relay switch 240b includes a fixed contact 241 grounded and a fixed contact 242 connected to the positive terminal of the DC power supply (13.5 (V)). And a switching contact 243 connected to one end of the DC motor 65. The switching contact 243 is applied to the fixed contact 242 by excitation of the relay coil 240a.
It is supplied to the fixed contact 241 by the demagnetization of a.

The transistor 210 is connected to the AND gate 17
In response to the high-level gate signal from 0b and / or the differentiated pulse from the differentiation circuit 132 of the acceleration mitigation processing circuit 130, the gate is biased by the OR gate 211 and the resistor 212 to conduct, and the high from the AND gate 170b. It becomes nonconductive in response to the stop of the generation of the differentiated pulse from the level gate signal and the differentiating circuit 132. However, the collector of the transistor 210 is connected to the positive terminal of the DC power supply (12 (V)) via the relay coil 250a. The relay coil 250a is excited by the conduction of the transistor 210, and is demagnetized by the non-conduction of the transistor 210. The relay coil 250a constitutes a relay together with the changeover relay switch 250b. The changeover relay switch 250b has a fixed contact 251 grounded and a fixed contact 252 connected to the positive terminal of the DC power supply (13.5 (V)). And a switching contact 253 connected to the other end of the DC motor 65. The switching contact 253 is turned on to the fixed contact 252 by excitation of the relay coil 250a.
It is supplied to the fixed contact 251 by the demagnetization of a.

Here, the operation relationship between the above-mentioned switching relay switches 220b, 230b, 240b and 250b and both DC motors 62 and 65 will be described. The DC motor 65 is connected to the DC power supply (13.5 (V)). To fixed contact 242, switching contact 243, fixed contact 251
And clockwise rotation (forward rotation of the worm wheel 64c, ie, the screw shaft 63).
), While the DC power supply (13.5
(V), power is supplied through the fixed contact 252, the switching contact 253, the fixed contact 241 and the switching contact 243, and the motor rotates counterclockwise (corresponding to the reverse rotation of the worm wheel 64c, that is, the backward movement of the screw shaft 63). Further, the DC motor 65 is short-circuited and stopped by the switching contact 243, the fixed contact 241, the fixed contact 251 and the switching contact 253. The DC motor 62 is connected to the DC power source (13.5).
(V), power is supplied through the fixed contact 222, the switching contact 223, the fixed contact 231 and the switching contact 233 to rotate clockwise (corresponding to the forward movement of the power seat 10 under the forward rotation of the screw shaft 63), On the other hand, power is supplied from the DC power source via the fixed contact 232, the switching contact 233, the fixed contact 221 and the switching contact 223, and the motor rotates counterclockwise (corresponding to the backward movement of the power seat 10 under the reverse rotation of the screw shaft 63). . In FIG. 9, reference numerals D1 to D4 indicate surge voltage absorbing diodes.

A description will now be given of a movement control mode of the power seat 10 in the present embodiment having the above-described configuration in which the acceleration is taken into account. (1). If it turned slow forward control mode slow forward switching contact 120 of the switch portion SW _LF of the power seat 10 to the fixed contact 111, resistor 131 of the acceleration relaxation treatment circuit 130 generates a terminal voltage, the transistor 180 is biased by resistors 181 Relay coil 2
20a is excited. For this reason, the changeover switch 220
b turns the switching contact 223 into the fixed contact 222 to rotate the DC motor 62 clockwise (see FIG. 11). Further, in the acceleration mitigation processing circuit 130, when the terminal voltage is generated from the resistor 131 as described above, the differentiation circuit 13
2 generates a differential pulse, and the transistor 210
It is biased by the gate 211 and the resistor 212 to conduct and excite the relay coil 250a. Therefore, the changeover switch 250b sets the changeover contact 253 to the fixed contact 2
52 and the DC motor 65 is rotated clockwise (see FIG. 11).

When the DC motors 65 and 62 rotate clockwise in this manner, the worm wheel 64c of the speed reducer 64
As the worm wheel 61c of the reduction gear 61 rotates forward, the screw shaft 63 advances forward, and the seat rails RL, RR move the power seat 10 in the same direction by the advance of the upper rails 30, 50. Let it. In such a case, the lead of the screw shaft 63 is in an apparently reduced state (corresponding to V = (N1-N2) L) as described above.
When the level of the differentiated pulse from the differentiating circuit 132 decreases as the charging time constant T1 elapses, the transistor 210 becomes non-conductive, the relay coil 250a is demagnetized, and the switching relay switch 250b is turned on to the fixed contact 251 of the switching contact 253. The clockwise rotation of the DC motor 65 is stopped (see FIG. 11). Thereafter, the power seat 10 moves in the forward direction only by the forward rotation of the screw shaft 63 accompanying the clockwise rotation of the DC motor 62 (see FIG. 11). Switching contacts of the low-speed forward switch part SW _LF when power seat 10 has reached the desired advanced position of the occupant 120
Is released to the fixed contact 111, the transistor 180 becomes non-conductive due to the stoppage of the generation of the terminal voltage of the resistor 131, the relay coil 220a is demagnetized, and the switching relay switch 220b is applied to the fixed contact 221 of the switching contact 223. Stops the clockwise rotation of the DC motor 62. Therefore, the forward movement control of the power seat 10 is completed by stopping the forward movement of the upper rails 30, 50.

(2). If turned slow reverse control mode low-speed reverse switch portion SW _LR switching contact 120 of the power seat 10 to the fixed contact 114, resistor 151 of the acceleration relaxation processing circuit 150 generates a terminal voltage, the transistor 190 is biased by resistors 191 And the relay coil 230a is excited, and the changeover switch 230b rotates the DC motor 62 counterclockwise by turning on the changeover contact 233 to the fixed contact 232 (see FIG. 12). Also,
In the acceleration mitigation processing circuit 150, when a terminal voltage is generated from the resistor 151 as described above, the differentiating circuit 152 generates a differential pulse, and the transistor 200 is biased by the OR gate 201 and the resistor 202 to conduct.
When the relay coil 240a is excited, the changeover switch 24
0b rotates the DC motor 65 counterclockwise by switching the switching contact 243 into the fixed contact 242 (see FIG. 12).

When the DC motors 65 and 62 rotate counterclockwise in this manner, the worm wheel 64c of the speed reducer 64 reverses and the worm wheel 61c of the speed reducer 61 rotates.
With the reverse rotation of the screw shaft 63, the screw shaft 63 reversely moves backward, and the two seat rails RL, RR are moved to the respective upper rails 30, 50.
, The power seat 10 is moved in the same direction. In this case, the lead of the screw shaft 63 is apparently reduced (corresponding to V = (N1−N2) L) as described above. When the level of the differentiated pulse from the differentiating circuit 152 decreases as the charging time constant T1 elapses, the transistor 200 becomes non-conductive, the relay coil 240a is demagnetized, and the switching relay switch 240b switches the switching contact 243 to the fixed contact 241. DC motor 6
5 is stopped (see FIG. 12). Thereafter, the power seat 10 moves in the reverse direction only depending on the reverse rotation of the screw shaft 63 due to the counterclockwise rotation of the DC motor 62 (see FIG. 12). If the switching contact 120 of the low-speed reverse switch unit SW _LR is released from being applied to the fixed contact 114 when the power seat 10 reaches the occupant's desired reverse position, the transistor 190 is turned off by stopping the generation of the terminal voltage of the resistor 151. Then, the relay coil 230a is demagnetized, and the switching relay switch 230b is turned on by switching the switching contact 233 to the fixed contact 231.
Stop the rotation of. Therefore, both upper rails 30,
When the reverse movement stops, the reverse movement control of the power seat 10 ends.

(3). High-speed forward control mode of the power seat 10 When the switching contact 120 of the high-speed forward switch unit SW _HF is applied to both the fixed contacts 112 and 113, both the DC motors 62 and 65 rotate clockwise similarly to the low-speed forward adjustment mode described above. (See FIG. 13). Therefore, with the forward rotation of the worm wheel 64c of the speed reducer 64 and the forward rotation of the worm wheel 61c of the speed reducer 61, the screw shaft 63 advances forward, and both seat rails RL and RR are connected to the upper rails 30 and 50. By moving forward, the power seat 10 is moved in the same direction. In such a case, the moving speed of the upper rails 30 and 50 is specified by V = (N1−N2) L as described above. As described above, when the level of the differentiated pulse from the differentiating circuit 132 decreases as the charging time constant T1 elapses, the transistor 210 demagnetizes the relay coil 250a due to the non-conduction, and the switching relay switch 25
0b stops the rotation of the DC motor 65 by switching the switching contact 253 into the fixed contact 251 (see FIG. 13). Thereafter, the power seat 10 moves in the forward direction only depending on the forward rotation of the screw shaft 63 accompanying the clockwise rotation of the DC motor 62.

When the level of the differentiated pulse from the differentiating circuit 132 decreases as the charging time constant T1 elapses as described above, the NOR gate 134 generates a high-level gate signal, and the resistance 142 of the acceleration relaxation processing circuit 140 Generates a terminal voltage, the differentiating circuit 143 generates a differential pulse, and the NOR gate 145 generates a low-level gate signal. Next, when the level of the differentiated pulse decreases due to the elapse of the charging time constant of the differentiating circuit 143, the output gate signal of the NOR gate 145 is inverted to a high level, and AN
The D gate 146 generates a high-level gate signal based on the terminal voltage from the resistor 141, and the integration circuit 147 outputs the integration signal when the integration time constant elapses, that is, when the time constant T2 elapses (see FIG. 13). appear. Then, the AND gate 17
0a generates a high-level gate signal in response to each high-level gate signal from the NOR gate 134 and the AND gate 146 and the integration signal from the integration circuit 147.
02 and the relay coil 240a
To excite. Therefore, the switching relay switch 240
b rotates the DC motor 65 counterclockwise by switching the switching contact 243 into the fixed contact 242 (see FIG. 13). At this time, the DC motor 62 is maintained in a clockwise rotation state. For this reason, the speed reducer 64 tries to reverse the screw bolt 63 by the reverse rotation of the worm wheel 64c, while the speed reducer 61 drives the worm wheel 61c.
The screw bolt 63 is advanced by the forward rotation of. In other words, the screw bolt 63 advances by (N1 + N2) L due to the apparent increase of the lead. Therefore, the forward movement of the power seat 10 is controlled at a speed higher than (N1-N2) L.

When the switching of the switching contact 120 of the high-speed forward switch SW _HF to the fixed contacts 112 and 113 is released when the power seat 10 reaches the occupant's desired forward position, the transistor 180 is turned off by the non-conduction. , Demagnetize the relay coil 220a and switch the relay switch 22
0b stops the rotation of the DC motor 62 by turning on the switching contact 223 to the fixed contact 221.
00 becomes non-conductive when the output gate signal of the AND gate 170a falls to a low level, and the relay coil 240a
And the changeover relay switch 240b stops the rotation of the DC motor 65 by turning on the changeover contact 243 to the fixed contact 241. Therefore, both upper rails 3
The power seats 10 and 50 are stopped when the forward movement is stopped.
Finishes the high-speed forward movement control of.

(4). High-speed reverse control mode of the power seat 10 When the switching contact 120 of the high-speed reverse switch unit SW _HR is turned on to both fixed contacts 115 and 116, both the DC motors 62 and 65 rotate counterclockwise similarly to the low-speed reverse control mode described above. (See FIG. 14), the worm wheel 64c of the speed reducer 64 is reversed, and the worm wheel 6 of the speed reducer 61 is rotated.
With the reverse rotation of 1c, the screw shaft 63 reversely reverses and the two seat rails RL, RR are moved to the upper rails 30, 50, respectively.
, The power seat 10 is moved in the same direction. In such a case, both upper rails 30,
The moving speed of 50 is specified by V = (N1-N2) L. As described above, when the level of the differentiated pulse from the differentiating circuit 152 decreases as the charging time constant T1 elapses, the transistor 220 demagnetizes the relay coil 240a due to the non-conduction, and the switching relay switch 240b
Stops the rotation of the DC motor 65 by switching the switching contact 243 to the fixed contact 241 (see FIG. 14). After that, the power seat 10 moves in the reverse direction only depending on the reverse rotation of the screw shaft 63 due to the counterclockwise rotation of the DC motor 62.

When the level of the differentiated pulse from the differentiating circuit 152 decreases as the charging time constant T1 elapses as described above, the NOR gate 154 generates a high-level gate signal, and the resistance 162 of the acceleration mitigation processing circuit 160 Generates a terminal voltage, the differentiating circuit 163 generates a differential pulse, and the NOR gate 165 generates a low-level gate signal. Next, when the level of the differentiated pulse decreases due to the elapse of the charging time constant of the differentiating circuit 163, the output gate signal of the NOR gate 165 is inverted to a high level, and AN
The D gate 166 generates a high-level gate signal based on the terminal voltage from the resistor 161, and the integration circuit 167 outputs the integration signal when the integration time constant elapses, that is, when the time constant T2 elapses (see FIG. 14). appear. Then, the AND gate 17
0b generates a high-level gate signal in response to the high-level gate signal from the AND gate 166 and the integration signal from the integration circuit 167, and the transistor 210 is turned off.
It is biased by the R gate 211 and the resistor 212 to conduct and excite the relay coil 250a.

For this reason, the switching relay switch 250
b rotates the DC motor 65 clockwise by switching the switching contact 253 into the fixed contact 252 (see FIG. 14). At this time, since the DC motor 62 is maintained in the counterclockwise rotation state, the forward rotation of the worm wheel 64c of the speed reducer 64 and the worm wheel 61c of the speed reducer 61 are performed.
, The screw shaft 63 moves backward by (N1 + N2) L due to the apparent increase of the lead. When the switching of the switching contact 120 of the high-speed reverse switch unit SW _HR to the fixed contacts 115 and 116 is released when the power seat 10 reaches the desired reverse position of the occupant, the transistor 190 is turned off by the non-conduction and the relay coil is turned off. 230a
The switching relay switch 220b stops the rotation of the DC motor 62 by turning on the switching contact 223 to the fixed contact 221. The transistor 210 becomes non-conductive when the output gate signal of the AND gate 170b drops to a low level. The coil 250a is demagnetized, and the switching relay switch 250b stops the rotation of the DC motor 65 by turning on the switching contact 253 to the fixed contact 251. Accordingly, the high-speed reverse movement control of the power seat 10 is completed by stopping the backward movement of the upper rails 30 and 50.

As described above, in this embodiment, the DC motor 65 and the speed reducer 64 are mounted on the lower rail 40, while the DC motor 62 and the speed reducer 61 are mounted on the upper rail 50, and the worm wheel of the speed reducer 61 is mounted on the lower rail 40. A worm wheel was screwed onto a shaft 63 that was supported so as to be relatively movable with a speed reducer 64. In the case where the movement is controlled by moving the power seat 10 forward or backward at a low speed by the control of the electric control circuit E (see FIGS. 8 to 10) in accordance with the operation of the operation switch mechanism SW,
Until the charging time constant T1 elapses after the movement of the power seat 10 has started, both the DC motors 65 and 62 are both rotated in the same direction, and the power seat 10 is moved in an apparently reduced state of the lead of the screw shaft 63 to charge. After the elapse of the time constant T1, the power seat 10 is moved only under the rotation of the DC motor 62 while the rotation of the DC motor 65 is stopped. In this way, the movement control time of the DC motors 65 and 62 under the same rotation after the start of the forward or reverse movement of the power seat 10 is limited to the charging time constant T1, and the subsequent movement control of the power seat 10 is performed by the DC. Since the operation is performed only under the rotation of the motor 62, the low-speed movement control of the forward or backward movement of the power seat 10 is started and terminated as the lead of the screw shaft 63 increases from the apparent decrease to the original value. The entire DC motor 65,
The degree of increase in the acceleration of the power seat 10 is appropriately suppressed as compared with the case where the rotation is performed in the opposite directions. Thus, the low-speed movement control of the power seat 10 is performed while moderately increasing the acceleration immediately after the start.

On the other hand, when the power seat 10 is moved forward or backward at a high speed to control the movement,
Until the charging time constant T1 elapses after the start of the movement of 0, both the DC motors 65 and 62 are rotated in the same direction, and the power seat 10 is moved in an apparently reduced state of the lead of the screw shaft 63, and the charging time constant is changed. Until the time constant T2 elapses after the elapse of T1, the power seat 10 is moved only under the rotation of the DC motor 62 while the rotation of the DC motor 65 is stopped, and after the elapse of the time constant T2, the two DC motors 65 and 62 are moved. By rotating the power sheet 10 in the reverse direction, the power seat 10 is moved in an apparently increased state of the lead of the screw shaft 63.
In this manner, the movement control time of the DC motors 65 and 62 under the same rotation after the start of the forward or reverse movement of the power seat 10 is limited to the charging time constant T1, and only after the rotation of the DC motor 62. The movement control of the power seat 10 is limited to the time constant T2, and the subsequent movement control of the power seat 10 is performed while the two DC motors 65 and 62 are rotating in opposite directions. With the change from the apparent decrease of the power seat 10 to the original value of the lead and the subsequent increase of the apparent value, the high-speed movement control of the forward or backward movement of the power seat 10 is performed over the entire time from the start to the end. As compared with the case where the two DC motors 65 and 62 are rotated in opposite directions, the degree of increase in the acceleration of the power seat 10 is appropriately suppressed. Thereby, the high-speed movement control of the power seat 10 is performed while alleviating the increase in acceleration immediately after the start.

From the above, it is understood that the forward or backward movement adjustment of the power seat 10 can be accurately performed at a low speed or a high speed while appropriately removing the discomfort of sudden acceleration to the occupant. In other words, as described above, in relation to the operation of the operation switch mechanism SW and the electric control circuit E, of the two DC motors 62 and 65, the DC motor 65 is used to secure the moving speed of the power seat 10. The basic function is secured, and the auxiliary function for securing the moving speed of the power seat 10 by the DC motor 62 is secured, so that the moving speed range of the power seat 10 can be expanded and changed, and the acceleration can be relaxed. As a result, the power seat 10 can be controlled to move to the desired position accurately and smoothly based on relaxation of speed and acceleration according to the occupant's preference. Also,
As described above, by employing the small DC motors 65 and 62 and utilizing the cooperative operation of the two reduction gears 61 and 65 and the screw shaft 63 provided by the DC motors 65 and 62, the power seat 10 Movement control in the front-back direction is now performed. For this reason, the movement control of the power seat 10 can be smoothly performed at the high-low switching speed while ensuring the thrust on the power seat 10 within a range of 100 (kgf) or less. Further, since the thrust to the power seat 10 can be suppressed to a range of 100 (kgf) or less, this kind of power seat control device can be provided with a compact external size without increasing its mechanical strength and weight. . In addition, a small dual DC motor 6
The use of 5, 62 makes it possible to suppress power consumption to a minimum.

The screw shaft 63 is connected at one end thereof to a worm gear 61b via a worm wheel 61c.
And the other end is meshedly connected to the worm wheel 64c, so that the screw shaft 63 is structurally separated from the worm gear 61b and the worm wheel 64c. ing. For this reason, even if an unreasonable load that distorts the screw shaft 63 occurs, the load is absorbed by the structurally separated configuration as described above, so that the screw shaft 63 is
The original function can be properly exhibited without distortion.
Further, since the charging time constant T1 has a role of simulating at least the predetermined time required for the switching operation of the switching contact 120 of the operation switch mechanism SW as described above, it is assumed that the operation speed of the operation switch mechanism SW is too fast. Also, for the first time when the charging time constant T1 has elapsed, the OR gate 13
The output level from 4 or 154 is inverted to the high level. For this reason, the above-mentioned operation and effect can be accurately realized irrespective of the slow operation speed of the operation switch mechanism SW.

By the way, when the present inventors adjust the movement of the power seat 10 in the high-speed mode when the load on the power seat 10 is 60 (kg) in this embodiment, the acceleration α is used as a parameter. Power seat 10
When the relationship between the moving speed and the moving time and the relationship between the acceleration α and the gravity G with respect to the occupant were examined, the results shown in FIGS. 15 and 16 were obtained. According to FIG. 15, when the moving speed of the power seat 10 is 8 (mm / sec) or less, the acceleration α = α1 indicates that the moving speed of the power seat 10 is 8 (mm / sec).
It can be seen that the acceleration α (α / α2) is smaller than (mm / sec). Further, it is easily understood that these two accelerations α1 and α2 are smaller than the acceleration in the high-speed control mode at a constant speed. According to FIG. 16, 0.012 (G / cm) at 8 (mm / sec).
24 (mm / sec) and 40 (mm / sec)
In the case of c), it was 0.02 (G / cm), and it was found that the shock at the time of adjusting the movement of the power seat 10 to the occupant was significantly suppressed.

Next, a modification of the above-described embodiment will be described with reference to FIGS. 17 to 21. In this modification, the circuit configuration of FIG.
The feature of the configuration is that the circuit configuration shown in FIG. 17 is employed. As shown in FIG. 17, the microcomputer 260 includes a high-speed forward switch SW _HF , a high-speed reverse switch SW _HR , a low-speed forward switch SW _LF, and a low-speed reverse switch SW of the operation switch mechanism SW described in the above embodiment. _LR and each resistor 181, 191, 202 and 212
Is connected between. This microcomputer 2
Reference numeral 60 denotes a computer program, which is shown in FIGS.
Are executed in accordance with the flowchart shown in FIG. 7, and during this execution, arithmetic processing required to control the transistors 180, 190, 200 and 210 is performed. However, the computer program is stored in the ROM of the microcomputer 260 in advance. In addition, each code | symbol R1, R2, R3, and R
Reference numeral 4 denotes a pull-down resistor. Other configurations are the same as those in the above embodiment.

In this modified example configured as described above,
A control mode of the power seat 10 in which acceleration is taken into account as in the above-described embodiment will be described. (1). Low Speed Forward Control Mode of Power Seat 10 When the apparatus of the present invention is operated, the microcomputer 260 starts executing the computer program in step 300 according to the flowcharts of FIGS. Each step 310, 320, 330 and 340
The repetition in discrimination between "NO" in (see FIG. 18 and FIG. 21), if turned on the switching contact 120 of the low-speed forward switch part SW _LF to the fixed contact 111, "YES" microcomputer 260 at step 330 Is determined. Then, the microcomputer 260 turns on the transistor 180 via the resistor 181 in step 331. For this reason, the relay coil 220a is excited, and the switching relay switch 220b is switched to the switching contact 2
23 into the fixed contact 222, the DC motor 62
Is rotated clockwise (see FIG. 11). Step 3
After the arithmetic processing at 31, the microcomputer 260
However, in step 332, the transistor 210 is turned on via the resistor 212 to excite the relay coil 250a. Therefore, the changeover switch 250b is set to the changeover contact 25
The DC motor 65 is rotated clockwise by turning on the fixed contact 252 (see FIG. 11). Step 33
2, the microcomputer 260
Resets the built-in timer in step 333. Therefore, the built-in timer starts measuring the time.

As described above, when the two DC motors 65 and 62 rotate clockwise, the screw shaft 6 rotates under the forward rotation of the worm wheel 64c and the forward rotation of the worm wheel 61c.
3 moves forward, and both seat rails RL and RR are moved forward by the upper rails 30 and 50, respectively.
In the same direction. In such a case, the moving speed of both upper rails 30, 50 is V =
It is specified by (N1-N2) L. When the count value of the built-in timer reaches a predetermined count time T1 (corresponding to the charging time constant T1 in the above embodiment), the microcomputer 2
60, it is determined as "YES" in step 390, it is determined as "YES" on the basis of the introduction of the low-speed forward switch part SW _LF at step 400, the transistor 210 in step 401 non-conductive. Therefore, the relay coil 25
0a is demagnetized, and the switching relay switch 250b stops the rotation of the DC motor 65 by turning on the switching contact 253 to the fixed contact 251 (see FIG. 11). After that, the power seat 10 moves in the forward direction only depending on the forward rotation of the screw shaft 63 accompanying the clockwise rotation of the DC motor 62 (see FIG. 11).

[0048] By releasing the insertion of the fixed contact 111 of the switching contact 120 of the low-speed forward switch part SW _LF when power seat 10 has reached the desired advanced position of the occupant, "NO" microcomputer 260 at step 330 Is determined, and in step 334, the transistor 180 is turned off. Therefore, the relay coil 220a is demagnetized,
The changeover relay switch 220b is set to the changeover contact 223.
To the fixed contact 221 to stop the rotation of the DC motor 62. Therefore, the upper rails 30 and 50 stop moving forward and end the low speed forward movement control of the power seat 10.

(2). Low speed reverse control mode of power seat 10 As described above, steps 310, 320, 330 and 3
During the repetition of the determination of “NO” at 40, the switching contact 120 of the low-speed reverse switch _SWLR is changed to the fixed contact 1.
14, the microcomputer 260 determines “YES” in step 340 and
90 is made conductive. Therefore, the relay coil 230a is excited, and the changeover switch 230b is switched to the changeover contact 2
33 to the fixed contact 232, the DC motor 62
Is rotated counterclockwise (see FIG. 12). Step 34
1 after the arithmetic processing.
Turns on the transistor 200 in step 342. Therefore, the relay coil 240a is excited, and the changeover switch 240b rotates the DC motor 65 counterclockwise by turning on the changeover contact 243 to the fixed contact 242 (see FIG. 12). After the calculation processing in step 342, the microcomputer 260 resets and starts the built-in timer in step 333. Therefore, the built-in timer starts measuring the time.

As described above, the two DC motors 65 and 62
Is rotated counterclockwise, the screw shaft 63 reversely moves backward under the reverse rotation of the worm wheel 64c and the reverse rotation of the worm wheel 61c, and the two seat rails RL, RR move the power seat 10 by the backward movement of their upper rails 30, 50. Move in the same direction. In such a case, as described above, the moving speed of both upper rails 30, 50 is V =
It is specified by (N1-N2) L. When the count value of the built-in timer reaches a predetermined time T1, the microcomputer 260 determines “YES” in step 390, and determines “NO” in step 400 based on the _closing of the low-speed reverse switch SWLR. Then, in step 402, the transistor 200 is turned off. As a result, the relay coil 240a is demagnetized, and the switching relay switch 240
b stops the rotation of the DC motor 65 by turning the switching contact 243 into the fixed contact 241 (see FIG. 12).
After that, the power seat 1 depends only on the reverse rotation of the screw shaft 63 due to the counterclockwise rotation of the DC motor 62.
0 moves in the reverse direction (see FIG. 12).

[0051] By releasing the insertion of the fixed contact 114 of the switching contact 120 of the low-speed reverse switch portion SW _LR when power seat 10 has reached the desired reverse position of the occupant, "NO" microcomputer 260 at step 340 In step 343, the transistor 190 is turned off. For this reason, the relay coil 230a is demagnetized, and the switching relay switch 230b is switched to the switching contact 2
The rotation of the DC motor 62 is stopped by turning the fixed contact 33 into the fixed contact 231. Therefore, both upper rails 30, 5
0 stops the backward movement and ends the backward movement control of the power seat 10.

(3). High-speed forward control mode of power seat 10 As described above, steps 310, 320, 330 and 3
If the switching contact 120 of the high-speed forward switch unit SW _HF is turned on to both fixed contacts 112 and 113 during the repetition of the determination of “NO” at 40, the microcomputer 2
60 determines “YES” in step 310 and turns on transistor 180 in step 311. Therefore, the relay coil 220a is excited, and the changeover switch 220b rotates the DC motor 62 clockwise by turning on the changeover contact 223 to the fixed contact 222 (see FIG. 13). After the arithmetic processing in step 311, the microcomputer 260 turns on the transistor 210 in step 312. For this reason, the relay coil 250a is excited and the changeover switch 250b
Turns the DC motor 65 clockwise by switching the switching contact 253 into the fixed contact 252 (see FIG. 13).
After the arithmetic processing in step 312, the microcomputer 260 resets and starts the built-in timer in step 313. Therefore, the built-in timer starts measuring the time.

As described above, the two DC motors 65 and 62
Is rotated clockwise, the screw shaft 63 advances forward under the normal rotation of the worm wheel 64c and the normal rotation of the worm wheel 61c, and both seat rails RL and RR are powered by the forward movement of the upper rails 30 and 50. Sheet 1
0 is moved in the same direction. In such a case, the moving speed of both upper rails 30, 50 is V = (N1
-N2) Specified by L. When the count value of the built-in timer reaches a predetermined count time T1, the microcomputer 260 determines “YES” in step 350, and determines “YES” based on the _{turning on} of the high speed forward switch SW _{HF in} step 360. Then, in step 361, the transistor 210 is turned off. For this reason, the relay coil 250a is demagnetized, and the switching relay switch 25
0b stops the rotation of the DC motor 65 by switching the switching contact 253 into the fixed contact 251 (see FIG. 13). Thereafter, the power seat 10 is driven only by the forward rotation of the screw shaft 63 accompanying the clockwise rotation of the DC motor 62.
Moves in the forward direction. The microcomputer 2
60 starts the reset of the built-in timer in step 362. Therefore, the built-in timer starts measuring the time.

In such a state, the count value of the built-in timer is equal to the predetermined count time T2 (the time constant T in the above embodiment).
2), the microcomputer 26
In step 370, 0 is determined as "YES", and in step 380, "YES" is determined based on the turning on of the high speed forward switch SW _HF . In step 381, the transistor 200 is turned on. Therefore, the relay coil 240a
Is excited, and the switching relay switch 240b rotates the DC motor 65 counterclockwise by turning on the switching contact 243 to the fixed contact 242 (see FIG. 13). At this time, since the DC motor 62 is maintained in the clockwise rotation state, the screw shaft 63 becomes (N1 + N2) L due to the apparent increase of the lead under the reverse rotation of the worm wheel 64c and the normal rotation of the worm wheel 61c. The power seat 10 moves forward at a speed higher than (N1-N2) L.

When the power seat 10 reaches the occupant's desired forward position, the switching of the switching contact 120 of the high-speed forward switch SW _HF to the fixed contacts 112 and 113 is released. A determination of "NO" is made, and both transistors 180 and 200 are turned off. Thereby, both relay coils 220a, 2a
The switching relay switch 220b stops the rotation of the DC motor 62 by turning on the switching contact 223 to the fixed contact 221. The switching relay switch 240b turns on the DC motor 65 by turning on the switching contact 243 to the fixed contact 241. Stop rotation. Accordingly, the upper rails 30 and 50 stop moving forward, and the high-speed forward movement control of the power seat 10 ends.

(4). High-speed reverse control mode of power seat 10 As described above, each of steps 310, 320, 330 and 3
When the switching contact 120 of the high-speed reverse switch unit SW _HR is switched to both fixed contacts 115 and 116 during the repetition of the determination of “NO” in 40, the microcomputer 260 determines “YES” in step 320, In step 321, the transistor 190 is turned on. Therefore, the relay coil 230a is excited, and the changeover switch 230b rotates the DC motor 62 counterclockwise by turning on the changeover contact 233 to the fixed contact 232 (see FIG. 14). After the arithmetic processing in step 321, the microcomputer 260 executes step 3
At 22, the transistor 200 is turned on. For this reason,
When the relay coil 240a is excited, the changeover switch 2
40b rotates the DC motor 65 counterclockwise by switching the switching contact 243 into the fixed contact 242 (FIG. 14).
reference).

When both the DC motors 65 and 62 rotate counterclockwise in this manner, the screw shaft 63 reversely moves backward under the reverse rotation of the worm wheel 64c and the reverse rotation of the worm wheel 61c, and the two seat rails RL and RR are moved. The power seat 10 is moved by the rearward movement of each upper rail 30, 50.
In the same direction. In such a case, the moving speed of both upper rails 30, 50 is V = (N1-
N2) Specified by L. When the count value of the built-in timer reaches a predetermined count time T1, the microcomputer 260 determines “YES” in step 350, and determines “NO” in step 360 based on the _{turning on} of the high-speed reverse switch SW _HR. Then, in step 363, the transistor 200 is turned off. Therefore, the relay coil 24
0a is demagnetized, and the switching relay switch 240b stops the rotation of the DC motor 65 by turning on the switching contact 243 to the fixed contact 241 (see FIG. 14). Thereafter, the power seat 10 moves in the reverse direction only by the reverse rotation of the screw bolt 63 due to the counterclockwise rotation of the DC motor 62. After the calculation processing in step 363, the microcomputer 260 resets and starts the built-in timer in step 362. For this reason,
The built-in timer starts timing.

When the count value of the built-in timer reaches a predetermined count time T2, the microcomputer 260 determines "YES" in step 370, and
At 80, based on the _closing of the high-speed reverse switch SW _HR , “N
In step 382, the transistor 210 is turned on. Therefore, the relay coil 250a is excited, and the switching relay switch 250b is switched to the switching contact 2
The DC motor 65 is rotated clockwise by applying 53 to the fixed contact 252 (see FIG. 14). At this time, since the DC motor 62 is maintained in the counterclockwise rotation state,
Forward rotation of worm wheel 64c and worm wheel 6
Under the reversal of 1c, the screw shaft 63 moves backward by (N1 + N2) L due to the apparent increase in its lead.

When the power seat 10 reaches the occupant's desired reverse position, the switching contact 120 of the high-speed reverse switch SW _HR is released from being applied to both fixed contacts 115 and 116, and the microcomputer 260 proceeds to step 320. It is determined as "NO", and in step 323, both transistors 190 and 210 are turned off. For this reason, both relay coils 230a and 250a are demagnetized, and the changeover relay switch 220b is set to the fixed contact 221 of the changeover contact 223.
To stop the rotation of the DC motor 62, and the switching relay switch 250b stops the rotation of the DC motor 65 by applying the switching contact 253 to the fixed contact 251. Thus, the upper rails 30 and 50 stop the backward movement, and the high-speed backward movement adjustment of the power seat 10 is completed. As described above, by employing the microcomputer 260 as in the present modification, the same operation and effect as those described in the above embodiment can be achieved according to the flowcharts of FIGS.

It should be noted that in the above-described embodiment and modified examples,
Although the example in which the speed reducer 64 and the DC motor 65 are mounted on the lower rail 40 and the speed reducer 61 and the DC motor 62 are mounted on the upper rail 50 has been described, instead of this, the speed reducer 64 and the DC motor 65 may be mounted. Even if the speed reducer 61 and the DC motor 62 are mounted on the lower rail 40 while being mounted on the upper rail 50, the same operation and effect as those described in the above-described embodiment and modified examples can be achieved. Further, in the above-described embodiment and the modified example, the example in which the drive mechanism 60 is provided on the right seat rail RR has been described. However, instead of this, the drive mechanism 60 is provided on the left seat rail RL. Alternatively, the driving mechanism 60 may be applied to both the seat rails RR and RL.

Further, in the above-described embodiment and modified examples,
The DC motors 62 and 65 are mounted on the upper rail 30 and the lower rail 20 via the speed reducers 61 and 64, respectively.
To the upper rail 3 via the DC motors 62 and 65.
0 and the lower rail 20 respectively. In practicing the present invention, the operating states of the DC motors 62 and 65 in the above-described embodiment and the modified example may be interchanged. In such a case, the type of each motor is not limited to each of the DC motors 62 and 65, and may be appropriately changed and implemented. Further, in the above-described embodiment and the modified example, the example in which the power seat 10 is moved and adjusted in the front-rear direction of the vehicle has been described. The present invention may be applied to the adjustment. Further, in practicing the present invention, the mounting position of the drive mechanism 60 to the seat rail RL is not limited to the right side thereof, and may be mounted on the left side of the seat rail RL as long as space is allowed. .

Further, in implementing the present invention, the reduction ratios of the respective reduction gears 61 and 64 do not have to match each other. Further, the gear configuration of each of the speed reducers 61 and 64 may be appropriately changed and implemented as necessary, such as a combination of a pair of bevel gears. Further, in the above-described embodiment, an example was described in which the intersection between the straight line L2 and the horizontal axis in FIG. 7 was 50 (kgf). However, the present invention is not limited to this, and the intersection may be appropriately changed as necessary. Is also good. Further, although the example in which the intersection between the straight line L1 and the horizontal axis in FIG. 7 is set to 100 (kgf) has been described, the power seat 1 is not limited thereto.
The intersection may be appropriately changed according to the specification of 0.

[Brief description of the drawings]

FIG. 1 is a front view showing one embodiment of the present invention.

FIG. 2 is a plan view of the same.

FIG. 3 is a plan view of a right seat rail and a driving mechanism of FIG. 2;

FIG. 4 is a left side view of the same.

5 is a rear view of the drive mechanism as viewed from an arrow A shown in FIG. 4 of the drive mechanism.

FIG. 6 is a configuration diagram showing a relationship between both reduction gears of a drive mechanism and a screw shaft.

FIG. 7 is a graph showing a relationship between a thrust on a power seat and a moving speed thereof.

FIG. 8 is a circuit diagram showing a front part of an electric circuit configuration in the embodiment.

FIG. 9 is a circuit diagram showing a middle part of the electric circuit configuration.

FIG. 10 is a circuit diagram showing a latter part of the electric circuit configuration.

FIG. 11 is an operation time chart of each main element and a time chart of the advance speed of the power seat 10 showing the low speed advance control mode of the power seat in the embodiment.

FIG. 12 is an operation time chart of each main element and a time chart of the reverse speed of the power seat showing the low speed reverse control mode of the power seat in the embodiment.

FIG. 13 is an operation time chart of each main element and a power sheet advance speed time chart showing the high speed advance control mode of the power sheet in the embodiment.

FIG. 14 is an operation time chart of each main element and a time chart of the reverse speed of the power seat showing the high speed reverse control mode of the power seat in the embodiment.

FIG. 15 is a graph showing a relationship between a moving speed and a moving time of the power seat in the embodiment.

FIG. 16 is a graph showing the relationship between the acceleration of the power seat and the gravity of the occupant in the embodiment.

FIG. 17 is a main part electric circuit diagram showing a modification of the embodiment.

FIG. 18 is a front part of a high-speed control mode in a flowchart showing the operation of the microcomputer in the modification.

FIG. 19 is a latter part of the high-speed control mode in the flowchart.

FIG. 20 is a preceding part of the low-speed control mode in the flowchart.

FIG. 21 is a latter part of the low-speed control mode in the flowchart.

[Explanation of symbols]

RL, RR: seat rail, 10: power seat, 20, 40: lower rail, 30, 50: upper rail, 60: drive mechanism, 61, 64 ...
Reduction gears, 62, 65 DC motor, 63 screw shaft, SW operation switch mechanism, 80a to 1
10a, 220a to 250a ... relay coil, 8
0b, 100b, 220b to 250b ... relay switch, 90b, 110b ... relay switch, 130 to 160 ... acceleration mitigation processing circuit, 17
0a, 170b... AND gate, 180 to 210
... Transistor, 260 ... Microcomputer.

──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A 62-17438 (JP, U) JP-A 1-1131632 (JP, U) JP-A 5-56573 (JP, U) (58) Survey Field (Int.Cl. ⁷ , DB name) B60N 2/06

Claims (1)

(57) [Claims] 1. A pair of seat rails which are arranged in parallel on a floor of a vehicle at an interval from each other, and each of which comprises a lower rail and an upper rail movably mounted on the lower rail along the longitudinal direction thereof. And a power seat mounted on each of the upper rails; operating means that is operated when the power seat is moved in one direction or another direction to be in a one-way operation state or another-direction operation state; A power sheet control device comprising: a control unit that controls the power seat to move in the one direction or the other direction based on the one-way operation state or the other-direction operation state. A first high-speed mode operation state and a low-speed mode operation when the power seat is moved in the one direction in the high-speed mode and the low-speed mode. On the other hand, the other direction operation state of the operating means is different from the second high speed mode operation state and the low speed mode operation state when the power seat is moved in the other direction in the high speed mode and the low speed mode. Wherein the control means has a reduction gear output-side gear rotating shaft along the moving direction of the power seat, and a small motor with a fixed-side reduction gear fixed to one outer wall of the lower rails; A small motor with a traveling-side reduction gear fixed to an outer wall of the one upper rail corresponding to the one lower rail, having a reduction gear output-side gear rotation axis coaxially opposed to the machine output-side gear rotation axis, A screw that is coaxially and integrally extended from one of the reduction gear output-side gear rotation shafts of the two reduction gears-equipped small motor and is relatively movably screwed into the other reduction gear output-side gear rotation shaft. In the first or second low-speed mode operation state of the operation means, the small motors with both reduction gears are moved for the first predetermined time in order to move the power seat in the one direction or the other direction. Low-speed mode control means for controlling the drive of the screw shaft so as to apparently decrease the lead, and after the first predetermined time has elapsed, driving control of one of the small motors with both reduction gears; In the second high-speed mode operation state, in order to move the power seat in the one direction or the other direction, the small motors with both reduction gears apparently decrease the lead of the screw shaft during the first predetermined time. Drive control so that one of the small motors with both reduction gears is drive-controlled for a second predetermined time, and after the second predetermined time elapses, the small motor with both reduction gears is reset to the screw shaft. Power seat control device being characterized in that so as to comprise a high-speed mode control means for driving and controlling to increase the apparent de.