Attitude control system with independent controllers for controlling onboard units

An attitude control system controls a seat sliding, a seat reclining, a seat vertical, a head rest, a seat belt anchor, a steering tilting, a steering telescoping and a mirror position or attitude. The system includes a master controller and a slave controller, and a key switch which provides an attitude control command is only connected to the master controller. In response to the attitude control command from the key switch, the master controller delivers an attitude control command which is then transmitted to the slave controller. In order to avoid an interference which may occur between different mechanisms, a sequence in which the attitude control takes place is automatically switched depending on the direction in which the attitude of other mechanisms is controlled or depending on the prevailing controlled status of other mechanisms.

FIELD OF THE INVENTION 
The invention relates to an attitude control system for onboard units such 
as a driver's seat, a steering wheel, a mirror or the like, and in 
particular, to such system in which a single attitude control command as 
delivered by a switch operation is effective to provide instructions to 
change the attitude of a plurality of target objects to be controlled 
simultaneously. 
BACKGROUND OF THE INVENTION 
An apparatus for controlling the attitude of onboard units by driving an 
electric motor or motors is currently known in various forms. For example, 
U.S. Pat. No. 4,503,504 discloses an arrangement including a microcomputer 
for attitude control. 
However, it is to be noted that an automobile is recently provided with an 
increasing number of units or target objects, the attitude of which are to 
be controlled. By way of example, a driver's seat is associated with a 
sliding mechanism which positions the seat in the fore-and-aft direction, 
a front vertical mechanism which adjusts the elevation of the front 
portion of the seat, a rear vertical mechanism which adjusts the height of 
the rear portion of the seat, a reclining mechanism for a seat back, a 
head rest elevation adjusting mechanism or the like, all of which may be 
driven by electric motors. A tilting mechanism and a telescopic mechanism 
which are mounted on a steering column to adjust the position of a 
steering wheel can also be driven by electric motors. Most automobiles are 
provided with a mechanism which adjusts the position of individual mirrors 
in the vertical and lateral directions. 
When these mechanisms are to be driven by electric motors, it is preferable 
that a microcomputer be used as a controller. Specifically, the use of a 
microcomputer enables a variety of safety units to be provided, a number 
of attitudes to be stored, and allows these units to be driven to selected 
ones of stored proper positions or attitudes through a single switch 
operation. 
However, it is undesirable that all of a number of onboard attitude control 
mechanisms be controlled by a single microcomputer. This is because if the 
task required far exceeds the processing capability of the microcomputer, 
an increased length of time will be required to execute a single 
operation, and there will be an increased length of time interval between 
successive operations, causing a time lag in the control. Thus, it takes a 
long time until the attitude or position control is actually initiated 
after a switch operation has been made, or the actuation of a security 
function may be delayed to cause damage to a unit or units. In addition, 
when a single controller is used to control a plurality of mechanisms 
which are widely spaced apart on a vehicle, electric cables of increased 
lengths must be used to connect the controller with a number of electrical 
components such as switches, motors, position sensors or the like on these 
mechanisms which are located at distances from the controller. 
A time lag in the control may be reduced by utilizing a plurality of 
controllers such as microcomputers so that each mechanisms may be 
controlled by a separate controller, thus reducing the task assigned to 
each controller. This also allows the independent controllers to be 
located adjacent to each associated mechanisms with a concomitant 
reduction in the cable length required. For this reason, a plurality of 
controllers have been used in the prior art when the position or attitude 
of various mechanisms are to be controlled electrically. 
The attitudes of the seat, the steering wheel and a mirror or mirrors 
should all be changed in accordance with the physical configuration of a 
driver or his seating condition. Accordingly, a plurality of proper 
attitudes corresponding to a plurality of drivers may be stored, and one 
of these stored attitudes may be retrieved in response to a switch 
operation. In this instance, switches which are used to issue such command 
may be used in common to control the attitudes of the seat, the steering 
wheel and the mirrors. In other words, when a single switch is capable of 
issuing a command to retrieve one of stored attitudes, such switch may be 
connected to a seat attitude controller, a steering wheel position 
controller and a mirror attitude controller in common, thus providing 
commands t control the attitudes of all of the seat, the steering wheel 
and the mirror by a single switch operation. 
However, when independent controllers are used with individual different 
mechanisms, and a single attitude controlling switch is connected to the 
plurality of controllers in common, an inconvenience is experienced. 
Specifically, since the different controllers operate asynchronously, the 
status of a single switch will be read at different timings by different 
controllers. Thus, when a driver turns on the switch for a brief interval, 
one of the controllers may successfully reads the on status of the switch 
while the others may fail to read same. In such instance, if a drive 
operates an attitude controlling switch and the attitude of the seat is 
properly executed, the position of the mirror may remain uncontrolled. 
This brings forth a difficulty that the driver may be possessed with an 
idea that the attitude control is complete, and may notice that the mirror 
is in an improper position after he has started his vehicle, presenting a 
difficulty in his driving maneuver. 
SUMMARY OF THE INVENTION 
Therefore, it is a first object of the invention to provide an attitude 
control system including a plurality of independent controllers in which a 
single command operation such as switch operation is effective to control 
the attitudes of a plurality of mechanisms and wherein a reading of the 
attitude control command by all the controller is assured. 
When an occupant of an automobile gets on and off a vehicle, it is 
desirable that the positions and/or attitudes of the seat and the steering 
wheel be moved to their retract positions which differ from their 
positions assumed when the vehicle is being driven and that when the 
occupant has completed his mounting operation, their attitudes be returned 
to the normal driving attitudes. However, under a particular condition of 
the attitudes of the seat and the steering wheel, it is possible that the 
seat back comes close to and interferes with the steering wheel. By way of 
example, on a two-door vehicle, an occupant may get on or off a rear seat 
by shifting a driver's seat forwardly and turning its seat back in the 
forward direction. In this instance, the seat back, in particular, a head 
rest thereof, may move into contact with the steering wheel when the 
latter assumes a certain attitude. 
Therefore, it is a second object of the invention to avoid the occurrence 
of such contact between different mechanisms as mentioned above when the 
attitude is being controlled. 
The first object is accomplished in accordance with the invention by 
providing an attitude control system for onboard units comprising a 
plurality of attitude adjusting means each provided with electrical drive 
means which is capable of adjusting the attitude of each different onboard 
unit; at least one switch means for providing an attitude adjusting 
command to the plurality of attitude adjusting means; master electronic 
control means connected to the switch means and selected ones of the 
plurality of attitude adjusting means and operable in accordance with a 
given control program to control the connected attitude adjusting means 
and to deliver an attitude adjusting command in response to on/off status 
of the switch means; and slave electronic control means connected to the 
master electronic control means and the remainder of the plurality of 
attitude adjusting means and operable in accordance with a separate 
control program which is independent from the control program associated 
with the master electronic control means to control the remainder of the 
attitude adjusting means in response to an attitude adjusting instruction 
issued by the master electronic control means. 
Specifically, in accordance with the invention, the status of the switch 
means which issues an attitude adjusting command to the entire system is 
read by only the master electronic control means, and whenever the master 
control means recognizes the on status of the switch means or an attitude 
adjusting command, it delivers an attitude adjusting command to the slave 
electronic control means. Each of the master and the slave electronic 
control means may comprise a microcomputer, but since they are operated in 
accordance with separate and independent operating programs and at 
different timings, their operation is asynchronous. However, according to 
the arrangement of the invention, the status of the switch means is read 
only by the master control means, and an attitude adjusting command is 
delivered to the slave control means from the master control means only 
when the latter has recognized an attitude adjusting command from the 
switch means, so that such command can be reliably transmitted to both the 
master and the slave control means. 
If the on status of the switch means continues for a short time duration 
which is insufficient to allow the master control means to recognize the 
occurrence of an attitude adjusting command, such command cannot be 
transmitted to the slave control means. Whenever the master control means 
recognizes the occurrence of an attitude adjusting command, the slave 
control means is also capable of recognizing the occurrence of such an 
attitude adjusting command. In this manner, the likelihood can be avoided 
that only one of a first set of attitude adjusting means such as that 
associated with the steering wheel which is controlled by the master 
control means and a second set of attitude adjusting means such as that 
associated with the seat which is controlled by the slave control means is 
activated to carry out the attitude control while the other set of 
attitude control means fails to execute such attitude control. 
In an embodiment described later, the second object mentioned above is 
accomplished by causing the master control means to deliver information to 
the slave control means which represents the attitude of the first set of 
attitude adjusting means which is controlled by the master control means 
while the slave control means delivers information to the master control 
means which represents the attitude of the second set of attitude 
adjusting means which is controlled by the slave control means. The master 
control means controls the first set of attitude adjusting means in 
accordance with the information which represents the attitude of the 
second set of attitude adjusting means delivered by the slave control 
means while the slave control means controls the second set of attitude 
adjusting means in accordance with the information, delivered from the 
master control means, which represents the attitude of the first set of 
attitude adjusting means. In this manner, the likelihood of a contact 
between different attitude adjusting mechanisms is prevented from 
occurring. 
Other objects and features of the invention will become apparent from the 
following description of an embodiment thereof with reference to the 
drawings.

PREFERRED EMBODIMENT OF THE INVENTION 
FIG. 1 generally shows an overall onboard attitude adjusting system 
according to an embodiment of the invention. Specifically, the system 
includes a steering attitude control apparatus 500, a seat attitude 
control apparatus 600 and a mirror attitude control apparatus 700. 
The steering attitude control apparatus 500 includes a tilting mechanism 
which adjusts the inclination or tilting. as viewed in the vertical 
direction, of a steering wheel, a telescopic mechanism which adjusts the 
axial position or length of the steering wheel, and a belt anchor 
mechanism which adjusts the attitude of a seat belt anchor. All of these 
mechanisms are controlled by a master controller 510 which includes a 
microcomputer. 
The seat attitude control apparatus 600 includes a sliding mechanism which 
adjusts the fore-and-aft position of a seat cushion of a driver's seat, a 
reclining mechanism which adjusts the inclination of a seat back, a front 
vertical mechanism which adjusts the height of the front portion of the 
seat cushion, a rear vertical mechanism which adjusts the height of the 
rear portion of the seat cushion, and a head rest mechanism which adjusts 
the position or height of a head rest. All of these mechanisms are 
controlled by a seat controller 610 including a microcomputer. 
The mirror attitude control apparatus 700 includes a right mirror tilt 
mechanism which adjusts a tilting, as viewed in the vertical direction, of 
a mirror mounted on a right-hand door about a horizontal pivot thereof, a 
right mirror lateral swing mechanism which adjusts a swinging motion, as 
viewed in the lateral direction, of the mirror mounted on the right-hand 
door about a vertical pivot thereof, a left mirror tilt mechanism which 
adjusts a tilting, as viewed in the vertical direction, of a mirror 
mounted on a left-hand door about a horizontal pivot thereof, and a left 
mirror lateral swing mechanism which adjusts a swinging motion, as viewed 
in the lateral direction, of the mirror mounted on the left-hand door 
about a vertical pivot thereof. All of these mechanisms are controlled by 
a mirror controller 710 which includes a microcomputer. 
To effect an attitude control over the entire attitude control system, 
three switches SS0, SS1 and SS2 are connected to the master controller 
510. It is to be understood that additional switches are used in 
actuality, but are omitted for the purpose of simplifying the 
illustration. Switch SS0 (SET) is used to command the storage of an 
attitude, and switch SS1 is used to select a first set of attitude storage 
memories while switch SS2 is used to select a second set of attitude 
storage memories. 
The master controller 510, the seat controller 610 and the mirror 
controller 710 are interconnected by signal lines for allowing a 
communication therebetween. Specifically, the master controller 510 has a 
serial signal output terminal SO which is connected to a serial signal 
input terminal Si of the seat controller 610 and a serial signal input 
terminal Si of the mirror controller 610 through a single signal line. The 
seat controller 610 has a serial signal output terminal SO which is 
connected to a serial signal input terminal Si of the master controller 
610 through a single signal line. Accordingly, bidirectional communication 
or data transmission is possible between the master controller 510 and the 
seat controller 610 while a unidirectional communication is allowed 
between the master controller 510 and the mirror controller 710. 
FIG. 2 shows part of a compartment of an automobile on which the attitude 
control system of FIG. 1 is mounted. There are shown a steering wheel 1, 
an engine key 2, a shift lever 3, a side brake lever 4, a driver's seat 10 
and a steering column 20. The seat 10 is provided with the sliding 
mechanism, the reclining mechanism, the front vertical mechanism, the rear 
vertical mechanism, and the head rest mechanism, all of which have been 
shown in FIG. 1. The steering column 20 is provided with the tilting 
mechanism and the telescopic mechanism, both shown in FIG. 1. 
FIG. 3a shows an attitude adjusting mechanism which is disposed below a 
seat cushion of the seat 10. Referring to this Figure, there is provided a 
seat sliding, electric motor 301 (MT4) having an output shaft which is 
connected through a reduction gear box 302 to a screw 303. A slide rail 
305 is disposed below a seat base 307, and is supported by a fixing rail 
306, secured to a car body, so as to be slidable in the fore-and-aft 
direction. A nut 304 is threadably engaged with the screw 303. Both the 
gear box 302 and the screw 303 are fixedly mounted on the seat base while 
the nut 304 is secured to the fixing rail 306. Accordingly, when the motor 
301 is energized, the screw 303 is driven for rotation through the gear 
box 302, and resulting motion of the screw with respect to the nut 304 
allows the seat base 307, and hence the seat, to slide either forwardly or 
rearwardly. 
A seat back frame 308 is connected to the seat base 307 so as to be 
swingable about a coupling 311, which is provided with a gear box 310 
mechanically connected to the drive shaft of a reclining, electric motor 
309 (MT5). Thus, the energization of the motor 309 allows the seat back 
frame 308 to be swung, relative to the seat base 307, thus changing the 
inclination of the set back. 
A pair of arms 314 and 317 extend laterally across the front and the rear 
portion of the seat base 307 for elevating the seat cushion. These arms 
314, 317 are pivotally mounted on the seat base 307 so as to be movable 
along an arcuate path about their pivots. The front arm 314 has a gear box 
313 coupled thereto, which is in turn connected to the drive shaft of an 
electric motor 312, which serves the front vertical attitude adjustment. 
The rear arm 317 is connected through a linkage 316 to the drive shaft of 
an electric motor 315, which serves the rear vertical attitude adjustment. 
Thus, the energization of the motor 312 is effective to change the 
elevation of the arm 314, which in turn changes the elevation of the front 
portion of the seat cushion. Alternatively, the energization of the motor 
315 is effective to change the elevation of the arm 317 and hence the 
elevation of the rear portion of the seat cushion. 
FIG. 3b shows a mechanism which adjusts the attitude or height of a head 
rest 61 which is mounted on the seat back. Referring to this Figure, the 
head rest 61 has a pair of rod-shaped stays 62 and 78, which are in turn 
supported by stay guides 63, 76 fitted through guide holes formed in a 
seat back frame 74, whereby these stays are displaceable in a vertical 
direction. The lower ends of the stays 62, 78 are secured to supports 75 
and 70, respectively. The supports 70, 75 are disposed to be vertically 
movable along guide rods 77, 65. The pair of supports 70, 75 are coupled 
together by an arm 66. The arm 66 centrally carries a nut 73 thereon, 
which is threadably engaged by a screw 72 supported by the seat back frame 
74. The lower end of the screw 72 is coupled to one end of a gear box 67, 
the other end of which is coupled through a drive cable 69 to the drive 
shaft of an electric motor 68 (MT8). Accordingly, when the motor 68 is 
energized, the drive therefrom is transmitted through the cable 69 and the 
gear box 67 to the screw 72, thus rotating the latter. Such rotation is 
effective to cause the arm 66, which is coupled to the nut 73, to be 
displaced vertically, whereby the supports 70 and 75 are driven in 
vertical direction, thus displacing the stays 62 and 78 vertically and 
changing the elevation of the head rest 61. 
FIG. 4a shows the construction of a steering column Specifically, the 
steering wheel 1 is mounted on an upper main shaft 31. A tilt steering 
mechanism 41 adjusts the angular position of the shaft 31 relative to a 
lower main shaft 36. Specifically, the mechanism 41 comprises a break away 
bracket 34 mounted below a body 33 which comprises a dashboard, an 
electric motor 42 (MT1) which is mounted on the bracket 34, a reduction 
gearing 43 connected to the motor 42, a screw-nut mechanism 44 connected 
to the gearing 43, and an upper bracket 35 which is pivotally mounted on 
the break away bracket 34 and driven for rocking motion by the screw-nut 
mechanism 44. Thus, the energization of the motor 42 is effective to drive 
the mechanism 44 through the reduction gearing 43, whereby the upper 
bracket 35 rocks, changing the tilting angle of the steering wheel 1. 
A telescopic steering mechanism, which is located nearer the steering wheel 
1 than the tilt steering mechanism, is shown in FIG. 4b, and a cross 
section taken along the line IVc--IVc shown in FIG. 4b is shown in FIG. 
4c. Specifically, the upper main shaft 31 comprises a shaft 212, a hollow 
outer shaft 214 which is connected to the shaft 12 by a joint pin 213, 
which represents a tilting center, and an inner shaft 215 which is fitted 
into the outer shaft 214 so as to be displaceable in the axial direction. 
The left end, as viewed in FIG. 4, of the shaft 212 is connected to a 
steering gear wheel. The right end, as viewed in FIG. 4b, of the inner 
shaft 215 is formed with a serration, which is engaged by a support member 
for the steering wheel 1. Consequently, as the steering wheel 1 is turned, 
axial serrations 214a, 2l5a formed in the outer peripheral surface of the 
inner shaft 215 and the inner peripheral surface of the outer shaft 214, 
respectively, are effective to cause the both shafts 215, 214 to rotate, 
thus rotating the main shaft 212. 
The outer shaft 214 is rotatably supported by a pair of bearings 218a, 218b 
on a fixing bracket 217 which is pivotally mounted on a car body by pins, 
not shown. The inner shaft 215 is supported by a movable bracket 219 
through an interposed bearing 220. The movable bracket 219 has its left 
portion fitted around the right portion of the bracket 217 so as to be 
displaceable in the lateral direction, as viewed in the drawing. The right 
portion of the bracket 219 cooperates with a snap ring 230 on the inner 
shaft 215 to carry the bearing 220 therebetween. At its left end, the 
lower portion of the movable bracket 219 is formed with a nut 221, which 
threadably engages with a screw 222 rotatably mounted on the right end of 
the fixing bracket 217. A support bracket 223 is secured to the fixing 
bracket 217, covering the screw 222 to secure a space for a free movement 
of the screw 222. A gear 243 is integrally mounted on the left end of the 
screw 222, and meshes with a worm gear 226 which is mounted on the drive 
shaft 225 of an electric motor 224 (MT2). It is to be noted that the motor 
224 is mounted on the fixing bracket 217. Thus, when the motor 224 is set 
in motion, the screw 222 rotates, thus causing the nut 221 to translate 
axially along the screw 222. In this manner, the movable bracket 219 which 
carries the nut 221 moves relative to the fixing bracket 217, thus driving 
the inner shaft 215 into and out of the outer shaft 214 to displace the 
steering wheel 1 along its axis of rotation. 
FIGS. 5a and 5b schematically show a seat belt positioning mechanism. 
Specifically, a rail 110 is laid along part of the perimeter of a door 
opening through which a driver gets on or off the vehicle, or along the 
upper corner of a center pillar 190. A shoulder anchor 101 is mounted on 
top of the pillar and is engaged by a slider 120 which moves back and 
forth along the rail 110. One end of a seat belt 100 is fixedly connected 
to a wrap outer anchor 140 which is pivotally mounted on a car body while 
the other end passes through a belt opening formed in the shoulder anchor 
101 to extend into the center pillar where it is taken up by a take-up 
unit, not shown, which is disposed in the bottom of the center pillar 190. 
The take-up unit includes an inertia lock mechanism which becomes locked 
whenever a tension is rapidly applied to the seat belt 100. The seat belt 
100 is engaged by a tongue plate 130 in a movable manner, and is also 
provided with a stop, not shown, which prevents the tongue plate from 
falling down. The slider 120 is coupled to a drive mechanism including an 
electric motor MT3. When the motor MT3 is energized, the slider 120 is 
driven for movement, whereby the seat belt 100 is driven to its lowered 
position (retracted attitude) shown in FIG. 5a or to a raised position 
(worn attitude) shown in FIG. 5b. 
FIGS. 6, 7 and 8 show the arrangement of the master controller 510, the 
seat controller 610 and the mirror controller 710 shown in FIG. 1. The 
arrangement of the master controller 510 will be initially described with 
reference to FIG. 6. The controller 510 essentially comprises a single 
chip microcomputer 511, an A/D converter 512, a switch input circuit 
(interface) 513, a motor driver 514, a buffer 515, a watchdog timer 516 
and a standby circuit 517. 
Three motors MT1, MT2 and MT3 are connected to the driver 514 and serve 
driving the tilt attitude adjusting mechanism and the telescopic attitude 
adjusting mechanism of the steering wheel as well as the seat belt anchor 
attitude adjusting mechanism, which are provided with potentiometers PM1, 
PM2 and PM3, respectively, for delivering an associated attitude 
information. An analog electric signal delivered from these potentiometers 
are fed through the converter 512 to be applied to the microcomputer 511 
Manual switches MS1, MS2, MS3 and MS4 deliver commands representing an 
upward adjustment and a downward adjustment of the tilt attitude, and a 
shrinkage and an elongation of the telescopic attitude, respectively. 
These manual switches are also connected to the converter 512. 
Specifically, together with their associated resistors, the four manual 
switches MS1 to MS4 constitute a circuitry which varies an analog voltage 
input to the converter 512 in accordance with the on/off combination of 
these switches. In this manner, the microcomputer 511 is capable of 
recognizing the status of the manual switches MS1 to MS4 by reading such 
voltage from the converter 512. A manual switch MS5 connected to the 
switch input circuit 513 provides a command indicating the seat belt 
anchor attitude adjustment. 
Switches DRS, PKS, UWS and IG have the following functions: 
DRS . . . A door courtesy switch which is turned on when a door of an 
automobile is opened and which is off when the door is closed. 
PKS . . . A parking switch which is turned on when the shift lever 3 of the 
transmission is located at its P (parking) range, and remains off 
otherwise. 
UWS . . . An unlock warning switch which is turned on when the engine key 2 
is inserted into a key cylinder and which is turned off when it is 
withdrawn. 
IGS . . . An ignition switch. 
Switches SS0, SS1 and SS3 are used when providing an attitude control 
command to the entire attitude control system, namely, to all of the 
steering attitude control mechanism, the seat attitude control mechanism 
and the mirror attitude control mechanism simultaneously. Specifically, 
switch SS0 is used to store a prevailing attitude in a memory; switch SS1 
is used to select a first set of attitude memories for storage or 
retrieval of an attitude; and switch SS2 is used to select a second set of 
attitude memories for storage or retrieval of an attitude. 
The motor driver 514 includes a number of relays, and controls the 
turn-on/off as well as the direction of the current flow through the 
motors MT1 to MT3 based on the commands supplied from the microcomputer 
511 indicating which motors is or are to be turned on or off and in which 
direction (forward or reverse) it or they should be driven. 
The microcomputer 511 is provided with a serial communication capability 
and when transmitting serial data, such data is output to its terminal SO 
When serial data is input to its terminal Ti such data can be received. 
The terminals SO and Si are connected to other controllers shown in FIG. 1 
through the buffer 515. Thus, by delivering data such as a command to the 
terminal SO, the microcomputer 511 is capable of transmitting it to the 
seat controller 610 and the mirror controller 710, and is also capable of 
receiving data which is output from the seat controller 610 at its 
terminal Si. 
The watchdog timer 516 monitors the operation of the microcomputer 511, and 
produces a reset signal in the event of its runaway, and is well known in 
itself. The purpose of the standby circuit 517 is to deliver a signal 
which returns the microcomputer 511 to its normal mode when the latter is 
operating in a sleep mode. 
Referring to FIG. 7, the arrangement of the seat controller 610 will be 
described. It essentially comprises a microcomputer 611, an A/D converter 
612, a switch input circuit 613, a motor driver 614, a buffer 615, a 
watchdog timer 616 and a standby circuit 617. The motor driver 614 has 
five electric motors MT4, MT5, MT6, MT7 and MT8 connected thereto, which 
motors serve driving the sliding attitude adjusting mechanism, the 
reclining attitude adjusting mechanism, the front vertical attitude 
adjusting mechanism, the rear vertical attitude adjusting mechanism and 
the head rest attitude adjusting mechanism associated with the driver's 
seat which have been mentioned previously. Each of these mechanisms has 
associated position sensor PS4, PS5, PS6, PS7 or PS8, respectively, which 
delivers information representing the attitude of associated mechanism. 
The sensors PS4 to PS8 deliver pulse signals, which are counted by the 
microcomputer 611 to form information representing the attitude of each 
mechanism. 
Manual switches MS6, MS7, MS8, MS9 and MS10 serve producing commands for 
the adjustment of the sliding attitude, the reclining attitude, the front 
vertical attitude, the rear vertical attitude and the head rest attitude, 
respectively. Signals from these switches are fed through the switch input 
circuit 613 to be applied to the microcomputer 611. The motor driver 614 
includes a number of relays, which are operated in accordance with on/off 
commands and the direction commands for the respective motors as supplied 
from the microcomputer 611, thereby controlling the turn-on or -off and a 
direction of energization of the motors MT4 to MT8. 
The microcomputer 611 has a serial communication capability, and includes a 
terminal SO on which data is output when serial data is to be transmitted. 
It also includes a terminal Si to which serial data may be input, thus 
receiving such data. The data transmit terminal SO of the microcomputer 
611 is connected through the buffer 615 to a data receive terminal Si of 
the microcomputer 511, while the data receive terminal Si of the 
microcomputer 611 is connected through the buffer 615 to the data transmit 
terminal SO of the microcomputer 511 in the master controller. Thus, a 
bilateral communication is enabled between the microcomputers 611 and 511. 
The watchdog timer 616 functions to monitor the operation of the 
microcomputer 611 and to deliver a reset signal in the event of a runaway 
thereof, the construction of such timer being known in the art. The 
purpose of the standby circuit 617 is to deliver a signal which returns 
the microcomputer 611 to its normal mode when the latter is operating in 
its sleep mode. 
Referring to FIG. 8, the arrangement of the mirror controller 710 will be 
described. It essentially comprises a microcomputer 711, an A/D converter 
712, a switch input circuit 713, a motor driver 714, a buffer 715, a 
watchdog timer 716 and a standby circuit 717. The motor driver 714 has 
four electric motors MT9, MT10, MT11 and MT12 connected thereto, which 
serve driving a mechanism which adjusts a tilting of a mirror mounted on a 
right-hand door about its horizontal pivot, a mechanism which adjusts a 
swinging motion of the mirror in the lateral direction about its vertical 
pivot, a mechanism which adjusts a tilting of a mirror mounted on a 
left-hand door about its horizontal pivot, and a mechanism which adjusts a 
swinging motion of the mirror in a lateral direction about its vertical 
pivot. Each of these mechanisms includes a potentiometer PO9, PO10, PO11 
or PO12, which is connected to an input terminal of the converter 710. In 
this manner, information representing the attitudes of the respective 
mirrors can be read by the microcomputer 711 through the converter. 
Manual switches MS12 and MS13 deliver commands for adjusting the attitude 
of the respective mirrors in the lateral and in the vertical direction. A 
manual switch MS11 selects between the left and the right mirror. 
The motor driver 714 includes a plurality of relays which are operated in 
accordance with the turn-on and -off commands and the direction commands 
for the respective motors as supplied from the microcomputer 711, thus 
controlling the turn-on/off and the direction of energization of the 
motors MT9 to MT12. 
The microcomputer 711 is also provided with a serial communication 
capability, thus transmitting and receiving serial data. However, in the 
present embodiment, only the receiving capability is utilized. Thus, any 
serial data input to its terminal Si can be received by the microcomputer. 
The data receive terminal Si of the microcomputer 711 is connected through 
the buffer 715 to the data transmit terminal S0 of the microcomputer 511 
in the master controller. Thus, the microcomputer 711 is capable of 
receiving data transmitted by the master controller. 
The watchdog timer 716 monitors the operation of the microcomputer 711 and 
deliver a reset signal in the event of a runaway thereof. The purpose of 
the standby circuit 717 is to deliver a signal which returns the 
microcomputer 711 to its normal mode when the latter is operating in its 
sleep mode. 
FIGS. 9a, 9b, 9c, 9d, 9e, 9f, 9g and 9h are flow charts illustrating the 
operation of the microcomputer 511 in the master controller. Initially 
referring to FIG. 9a which shows a main routine, when the power supply is 
turned on, the content of a memory, or RAM having a storage battery 
backup, is examined. Since no significant information is written into the 
memory, the program proceeds to step 2 where the initialization is 
executed. Thus, the memory is cleared, the output ports are initialized 
and the timer or interrupt condition is established, whereupon an initial 
value is stored in the memory. If any attitude information has been 
written into the memory, the program skips the initialization at step 2, 
and proceeds to step 3. 
The processing operation which begins with and follows the step 3 goes 
through a loop, repeating the loop operation with a short period until the 
power supply is turned off. At step 3, data which is previously stored in 
a memory is delivered to the output port for actually controlling the 
energization of the motor. At step 4, the content of the internal timer is 
examined. If a time length of 20 msec has passed, the program proceeds to 
a subroutine "analog signal processing" at step 5, which subroutine is 
periodically executed every 20 msec. At step 6, the status of the number 
of switches SS0, SS1, SS2, MS5, DRS, PKS, UWS and IGS connected to the 
input port is read, and the resulting reading stored in a given memory. At 
step 7, data transmission and reception takes place. Thus, if the memory 
stores data to be transmitted, it is delivered to the serial transmit 
terminal SO, thus transmitting it to the seat controller 610 or the mirror 
controller 710. If data transmitted from the seat controller 610 is input 
to the serial receive terminal Si, such data is received and stored in a 
given memory. At step 8, the prevailing mode of operation is identified in 
accordance with the previous mode of operation and any change which has 
occurred in the status of the various switches. Available modes of 
operation include a retract mode, a return mode, a manual mode, a sleep 
mode, a store mode, a retrieve mode and nonoperational mode. If the mode 
of operation identified at step 8 is either one of the retract mode, the 
return mode, the manual mode, the sleep mode, the store mode or the 
retrieve mode, the program proceeds to the execution of subroutines 
indicated at steps 15, 16, 17, 18, 19 and 20, respectively. 
Each of these modes will be described briefly. The purpose of the retract 
mode is to position each of the attitude adjusting mechanisms to their 
predetermined retracted positions which lend themselves to an occupant as 
he gets on and off the vehicle. This mode is entered in the present 
embodiment when the engine key 2 is withdrawn from the key cylinder. The 
purpose of the return mode is to return the individual attitude adjusting 
mechanisms to their original driving positions from their associated 
retracted positions. In the present embodiment, this mode is entered when 
the engine key 2 is inserted into the key cylinder. The purpose of the 
manual mode is to adjust the attitude of each mechanism in response to and 
in accordance with the operation of manual switches MS1 to MS5 by the 
occupant. The purpose of the sleep mode is to switch between a sleep or 
power saving operation and a normal operation of the microcomputer 511. In 
the store mode, the prevailing attitude of the respective attitude 
adjusting mechanism is stored in a designated memory, and this mode is 
entered whenever the switch SS0 is turned on. The purpose of the retrieve 
mode is to position the attitude of the individual attitude adjusting 
mechanisms to the one which is previously stored in an associated memory. 
In the present embodiment, this mode is entered upon turning either switch 
SS1 or SS2 in an operational mode other than the store mode. 
The individual subroutines shown in FIG. 9a will now be described in 
detail. The analog signal processing operation will be initially described 
with reference to FIG. 9g. 20 msec timer is initially cleared. Thus, this 
timer re-starts from 0. A tilt attitude, a telescopic attitude and a seat 
belt anchor attitude which are delivered by the potentiometers PM1, PM2 
and PM3, respectively, are successively sampled, and results stored in an 
associated memory. In a reduced rate detection processing operation which 
follows, any reduction in the rate of change in the attitude is recognized 
for each of sampled attitudes. In a following attitude identification 
processing operation, each attitude is examined to see if a predetermined 
position, a stored position or limit position is reached. It is also to be 
noted that a reading of the manual switches MS1 to MS4 is also executed 
during the analog signal processing subroutine. 
Referring back to FIG. 9b, "retracted attitude positioning" subroutine will 
be described in detail. Initially a prevailing driving attitude is 
initially stored in a predetermined "retract" memory at step 31. Commands 
are concurrently issued to the seat controller 610 and the mirror 
controller 710 to store the prevailing driving attitude in their 
associated "retract" memories. 
At step 32, the attitude of the telescopic mechanism is examined. Since the 
mechanism normally assumes driving attitude, it is necessary in order to 
initiate a retract operation, to proceed to step 34 where the telescopic 
mechanism begins to be driven to reduce its length while starting the 
timer TM1. When the telescopic mechanism reaches its minimum length 
attitude or retract attitude, the program proceeds from step 32 to step 33 
where the telescopic mechanism ceases to be driven. 
At step 35, the content of the timer TM1 is examined. If the count thereof 
exceeds 0.3 second, the program proceeds to step 36 where the attitude of 
the tilt mechanism is examined. Immediately after initiating the retract 
operation, the tilt mechanism assumes its normal driving attitude. 
Accordingly, the program proceeds from step 36 to step 38 where the tilt 
mechanism begins to be driven upward while terminating the operation of 
the timer TM1. When the attitude of the tilt mechanism reaches its 
uppermost or retracted position, the program then proceeds from step 36 to 
step 37 where the attitude adjustment of the tilt mechanism is terminated, 
followed by executing a retract control of the belt anchor. Accordingly, 
when the engine key is withdrawn from the key cylinder, the tilt attitude, 
the telescopic attitude and the belt anchor attitude are automatically 
established to given retracted positions. In response to a retract command 
from the master controller 510, various attitudes of the seat are also 
automatically established to predetermined retracted positions by means of 
the seat controller 610. 
Referring to FIG. 9c, "driving attitude positioning" subroutine will be 
described in detail. Initially at step 41, "retract" memory is accessed, 
thus reading the driving attitude information which was stored before the 
retract operation takes place. At the same time a command is issued to the 
seat controller 610 to read the driving attitude information from its 
associated "retract" memory in order to establish the seat attitude 
accordingly. 
At step 42, the attitude of the tilt mechanism is examined. When initiating 
a return operation, it will be noted that the tilt attitude is different 
from a corresponding driving attitude, and hence the program proceeds to 
step 44 where the tilt mechanism begins to be driven downward while 
starting the timer TM1. When the tilt mechanism has been returned to its 
original driving attitude, the program proceeds to step 43 where the 
driving of the tilt mechanism is terminated. 
At step 45, the content of the timer TM1 is examined. If the count thereof 
exceeds 0.3 second, the program proceeds to step 46 where the attitude of 
the telescopic mechanism is examined. Since the telescopic mechanism does 
not assume it driving attitude immediately after initiating the return 
operation, the program proceeds to step 48 where the telescopic mechanism 
begins to be driven in a direction to increase its length while 
terminating the timer TM1. After the attitude of the telescopic mechanism 
has been returned to its driving attitude which it assumed before the 
retract operation, the program proceeds from step 46 to step 47 where the 
telescopic mechanism ceases to be driven while the attitude control of the 
seat belt anchor takes place. 
Referring to FIG. 9d, a manual attitude modification will now be described. 
In this operation, any operation of each manual switch is accompanied by 
the execution of a corresponding attitude control. Specifically, when the 
manual switch MS1 is turned on, the steering tilt attitude is modified in 
the upward direction. When the switch MS is turned on, the tilt attitude 
is modified in the downward direction. When the switch MS3 is turned on, 
the steering telescopic attitude is driven in a direction to reduce its 
length while when the switch MS4 is turned on, the telescopic attitude is 
driven in a direction to increase its length. When the switch MS5 is 
thrown to its UP position, the seat belt anchor is driven in the upward 
direction while it is driven in the opposite or downward direction when 
the switch MS5 is thrown to its DOWN side. 
Referring to FIG. 9e, a standby processing operation will be described. 
Initially at step 71, an interrupt operation is inhibited, and a given 
sleep operation is executed at step 72. Upon execution of the sleep 
operation, the microcomputer enters the sleep mode and ceases to operate. 
No operation takes place at step 73. If the microcomputer 511 is started 
as by a switch operation, a wake-up step 74 is executed to return from the 
sleep mode to the normal mode. At step 75, the content of a memory is 
examined, and an interrupt operation is enabled if it is OK. 
Referring to FIG. 9f, "attitude store operation" will be described. At step 
81, an ignition switch IGS is examined, at step 82 a parking switch PKS is 
examined, at step 83 the set switch SS0 is examined, at step 84, "1" 
switch SS1 is examined, and at step 85, "2" switch SS2 is examined. 
When the ignition switch is turned on, the shift lever is thrown to its 
parking position, and the pair of switches SS0 and SS1 are simultaneously 
turned on, the program proceeds to step 86, and the current attitude is 
stored in a first set of attitude memories. At this time, a command is 
also delivered to the seat controller 610 and the mirror controller 710 to 
cause them to store their corresponding current attitudes. When the 
ignition switch is turned on, the shift lever is thrown to its parking 
position and the pair of switches SS0 and SS2 are turned on 
simultaneously, the program proceeds to step 87 where the current attitude 
is stored in a second set of attitude memories. A corresponding command is 
also delivered to the seat controller 610 and the mirror controller 710 to 
cause them to store their current attitudes. 
Stated differently, in the present embodiment, when "1" switch is turned on 
while turning the set switch SS0 on, all of the attitudes of the system 
are registered as a first attitude and stored in its controlling 
microcomputer. On the other hand, when "2" switch is turned on while 
turning the set switch SS0 on, all the attitudes of the system are 
registered as a second attitude, which is then stored in its controlling 
microcomputer. 
Referring to FIG. 9h, "attitude retrieve" subroutine will be described. At 
step 101, the ignition switch IGS is examined, at step 102, the parking 
switch PKS is examined, at step 104, the unlock warning switch UWS is 
examined, at step 105, the door courtesy switch is examined, and at step 
106, it is examined if a time length of 30 seconds has passed since the 
initial execution of the step. 
When the ignition switch is turned on, indicating that the engine is in 
operation, and the shift lever assumes its parking position, "attitude 
control mode 1" subroutine represented by step 103 is executed. When the 
ignition switch is turned off, indicating that the engine is out of 
operation, the unlock warning switch is turned off, indicating that the 
engine key is not inserted, and the time which has passed since the door 
has been closed is within 30 seconds, "attitude control mode 2" subroutine 
represented by step 107 is executed. 
FIGS. 10a and 10b indicate the detail of "attitude control mode 1" 
subroutine associated with the master controller together with the 
operation of the seat controller, and FIGS. 10c and 10d indicate the 
detail of the "attitude control mode 2" subroutine associated with the 
master controller together with the operation of the seat controller. 
While the main routines associated with the seat controller 610 and the 
mirror controller 710 are not shown in detail, it is to be understood that 
they remain essentially the same as that of the master controller 510. 
However, it is to be noted that since the only switches which are directly 
connected to the seat controller 610 and the mirror controller 710 are the 
manual switches, any operation which is based on an automatic attitude 
control or the storage of an attitude is executed in response to various 
commands delivered by the master controller 510. In addition, it is to be 
noted that the communication capability of the mirror controller 710 only 
includes the reception, and does not include the transmitting function. 
Additionally, it is to be noted that the mirror controller 710 is not 
provided with any positioning operation which drives the mirror to its 
retracted position or returns it to a driving position. 
The execution of the "attitude control mode 1" subroutine by the master 
controller 510 (microcomputer 511) will be described initially with 
reference to FIG. 10a. When "1" switch SS1 is turned on, the program 
proceeds from step 111 to step 112 where "attitude 1 mode 1" command is 
delivered to the seat controller and the mirror controller. The purpose of 
this command is to cause each controller to start a series of operations 
to establish the attitude of various mechanisms associated therewith to 
the attitudes which are stored in the first set of attitude memories in 
the respective controller. 
When "2" switch SS2 is turned on, the program proceeds from step 113 to 
step 114 where "attitude 2 mode 1" command is delivered to the seat 
controller and the mirror controller. The purpose of such command is to 
cause the respective controller to start a series of operations to 
establish the attitude of the associated mechanism to the attitudes which 
are stored in the second set of attitude memories in the respective 
controllers. 
After executing either step 112 or 114, the program then proceeds to step 
115 where it is determined whether a T&T (tilt and telescope) execution 
command which should be delivered by the seat controller has been received 
by the master controller. The program proceeds to step 117 if such command 
has been received, and proceeds to step 116 otherwise. 
When T&T execution command has been received, the master controller 
proceeds to step 117 in response thereto, where it distinguishes if a tilt 
attitude or the telescopic attitude is at a target position. Specifically, 
the current tilt attitude and the telescopic attitude are compared against 
attitudes which are stored in attitude memory 1 or attitude memory 2. 
Obviously, the current attitude cannot be the target attitude immediately 
after the execution of "attitude control mode 1", and hence the program 
proceeds to step 119 where the master controller functions to position the 
tilt mechanism and the telescopic mechanism connected thereto to drive 
toward their target positions. 
When it is detected that the tilt attitude and the telescopic attitude have 
reached the target positions at step 117, the program then proceeds to 
step 118 where T&T complete signal is delivered to the seat controller 
through the serial communication line, informing to the seat controller 
that the adjustment of the tilt and the telescopic attitudes has been 
completed. At step 120, the current attitude of the seat belt anchor which 
is controlled by the master controller itself is compared against the 
attitude stored in the attitude memory 1 or attitude memory 2, thus seeing 
if the current attitude coincides with the target attitude. Initially, the 
current attitude of the seat belt anchor cannot coincide with the target 
attitude, and hence the program proceeds from step 120 to step 122. 
At step 122, the attitude adjusting mechanism associated with the seat belt 
anchor is controlled so as to bring the detected attitude of the seat belt 
anchor into coincidence with the target attitude. When the current 
attitude of the seat belt anchor is found to coincide with the target 
attitude at step 120, the program proceeds to step 121 where a belt anchor 
complete signal is delivered to the seat controller through the serial 
communication line, thus informing the completion of the adjustment of the 
attitude of the belt anchor. 
If the program proceeds to step 116 as a result of the failure of receiving 
T&T execution command at step 115, the reception or not of the belt anchor 
execution command which should be delivered by the seat controller is 
examined. Said command has been received, the program proceeds to step 131 
shown in FIG. 10b. 
At step 131, the current attitude of the seat belt anchor which is 
controlled by the master controller itself is examined to see if it 
coincides with the target attitude. Initially, the current attitude of the 
seat belt anchor cannot coincide with the target attitude, and hence the 
program proceeds from step 131 to step 133 where the attitude adjusting 
mechanism of the seat belt anchor is controlled to bring the seat belt 
anchor from the detected attitude into coincidence with the target 
attitude. If the current attitude of the seat belt anchor is found to 
coincide with the target attitude at step 131, the program proceeds to 
step 132 where the belt anchor complete signal is fed to the seat 
controller through the serial communication line, thus informing the 
completion of the adjustment of the attitude of the belt anchor. 
The program proceeds from step 132 to step 134 where the current tilt 
attitude and the telescopic attitude are examined if they coincide with 
the target attitudes. If the adjustment of these attitudes are completed, 
the program proceeds to step 135 where the reception or not of the seat 
attitude complete signal which should be delivered by the seat controller 
is examined. If such signal has been received at step 135, the program 
then proceeds to step 136 where attitude control complete processing 
operation is executed. 
The operation of the seat controller during the execution of the "attitude 
control mode 1" by the master controller will be described with reference 
to FIG. 10a. At step 201, it is initially examined if "attitude 1 mode 1" 
command which should be delivered by the master controller at step 112 has 
been received by the seat controller. If the command has been received, 
the program for the seat controller proceeds to step 202 where the 
attitude information which has been stored in the attitude memory 1 of the 
seat controller is read. Conversely, if the "attitude 2 mode 1" command 
which should be delivered by the master controller at step 114 has been 
received by the seat controller at step 203, the program for the seat 
controller proceeds to step 204 where the attitude information which is 
stored in the attitude memory 2 of the seat controller is read. After 
either step 202 or 204, the current seat attitudes (slide position, 
reclining position, front vertical position, the rear vertical position 
and the head rest position) ar examined. 
The program proceeds to step 210 if the slide position 1 or 2 is located 
forward of the current position, if the reclining position 1 or 2 assumes 
a position which is more forwardly leaned than the current position, or if 
both the seat slide position and the reclining position assume either 
attitude 1 or 2. In this instance, the seat controller delivers "T&T 
execution command" to the master controller through the serial 
communication line. 
Step 211 is then executed, and it is examined if T&T complete signal which 
should be delivered by the master controller has been received. If T&T 
complete signal is found to have been received at step 211, the program 
then skips to step 222. Alternatively, if the slide position 1 or 2 is 
located rearward of the current position and the reclining position 
assumes an attitude which is leaned rearwardly as compared with the 
current position, the program proceeds through steps 206, 207, 208 (and 
209) to step 221 where "belt anchor execution command" is delivered to the 
master controller through the serial communication line. 
At step 222, it is examined if the attitude control of the seat sliding and 
reclining positions has been completed. If not completed, the program 
proceeds to step 223 where the seat controller executes the attitude 
control by bringing the seat sliding mechanism and the reclining mechanism 
connected therewith into coincidence with the attitude information which 
is stored in its attitude memory 1 or attitude memory 2. 
When the attitude control of the sliding and the reclining position is 
found to have been completed at step 222, the program then proceeds to 
step 224 where it is examined if "belt anchor complete" signal which 
should be delivered by the master controller has been received. If the 
signal has already been received, the program proceeds to step 225 where 
it is examined if "T&T complete" signal which should be delivered by the 
master controller has been received. If this signal has already been 
received, the program proceeds to step 226, or proceeds to step 210 
otherwise. 
At step 226 the seat controller examines if the attitudes of the front 
vertical mechanism and the rear vertical mechanism connected therewith 
coincide with target attitudes which are stored in its attitude memory 1 
(or attitude memory 2). If the adjustment of the vertical attitude is not 
complete, the program proceeds to step 227 where the seat controller 
executes the attitude control until the attitudes of the front and the 
rear vertical mechanism are brought into coincidence with the target 
attitudes stored in its attitude memory 1 (or attitude memory 2). If the 
attitude control of the front and the rear vertical mechanism has been 
completed at step 226, the program proceeds to step 228 where the current 
attitude of the head rest is compared against a target attitude. If the 
attitude or elevation of the head rest is not yet adjusted, the program 
proceeds to step 230 where the head rest is positioned at the target 
attitude. If the attitude control of the head rest is found to have been 
completed at step 228, the program proceeds to step 229 where "seat 
attitude complete" signal is delivered to the master controller, informing 
it to this effect. Then follows a given attitude control complete 
processing operation. 
A sequence of operations which take place during the attitude control mode 
1 can be summarized as indicated in Table 1 below. Specifically, as a 
criterion to determine the sequence of the operations to occur, the 
direction of the sliding and the reclining movement which has a greater 
influence upon the magnitude of a free space left around a driver is 
chosen. If either one of these operations should occur in the rearward 
direction, such operation should precede either tilting or telescopic 
operation in order to save a greater free space before other operations 
such as the tilting or telescoping operation is to be executed. Since the 
operation of the mirror has no influence whatsoever upon the remaining 
operations, the mirror operation is initiated at the moment when attitude 
1 or 2 mode 1 command has been received by the mirror controller. 
TABLE 1 
__________________________________________________________________________ 
Direction of 
Seat Movement 
SL RL Overall Sequence of Operations 
__________________________________________________________________________ 
aft fore 
##STR1## 
aft aft 
##STR2## 
fore fore 
##STR3## 
fore aft 
##STR4## 
fore 
##STR5## 
aft 
##STR6## 
stop 
##STR7## 
__________________________________________________________________________ 
Note: 
SL: slide, 
RL: recline, 
BA: belt anchor, 
TI: tilt, 
TE: telescopic, 
VT: vertical, 
HR: head rest. 
The front and rear operations take place concurrently for VT. 
Referring to FIG. 10c, the operation of the master controller 510 
(microprocessor 511) during the execution of "attitude control mode 2" 
subroutine, namely, when the attitudes of the various mechanisms should be 
returned from their retracted positions to those positions which are 
stored in the first or the second set of attitude memories will now be 
described. 
When "1" switch SS1 is turned on, the program for the master controller 
proceeds from step 151 to step 152 where "attitude 1 mode 2" command is 
delivered to both the seat controller and the mirror controller. These 
commands causes the respective controllers to start a series of operations 
for establishing the attitudes of the respective mechanisms associated 
therewith to the attitudes stored in the first set of attitude memories 
(or memory 1) in the associated controllers. 
When "2" switch SS2 is turned on, the program for the master controller 
proceeds from step 153 to step 154 where "attitude 2 mode 2" command is 
delivered to the seat controller and the mirror controller. Each of these 
commands causes the respective controller to start a series of operations 
for establishing the various mechanisms to the attitudes which are stored 
in the second set of attitude memories (or attitude memory 2) in the 
associated controller. 
After executing either step 152 or 154, the program proceeds to step 155 
where it is examined whether the current attitude of the seat belt anchor 
which is controlled by the master controller itself coincides with the 
target attitude. Initially, the attitude of the belt controller has not 
yet been adjusted, so that the program proceeds to step 157 where the 
attitude control to bring the belt anchor to its target attitude is 
executed. If it is found at step 155 that the attitude control of the seat 
belt anchor has been completed, the program proceeds to step 156 where it 
is examined if a complete signal for the seat sliding and reclining 
positions, which should be delivered by the seat controller, has been 
received, if the complete signal has been received, the program proceeds 
to step 161 (see FIG. 10d). 
At step 161, an unlock warning flag FUW is examined. This flag is normally 
cleared to "0", and hence the program proceeds to step 162 where the 
unlock warning switch UWS is examined. When the switch UWS is off, 
indicating that the engine key has been withdrawn from the key cylinder, 
the program proceeds to step 163 where a vertical flag FVTCL is set to 
"1". A vertical command is transmitted to the seat controller through the 
serial communication line at step 164, and thereafter the program proceeds 
to step 169. 
Conversely, when the switch UWS is found to be on at step 162, indicating 
that the engine key remains inserted into the key cylinder, the program 
proceeds to step 164 where the unlock warning flag FUW is set to "1", 
followed by proceeding to step 166 where it is examined if the attitudes 
of the tilt and the telescopic mechanism which are controlled by the 
master controller itself coincide with the target attitudes. Since both 
the tilting attitude and the telescopic attitude remain unadjusted 
initially, the program proceeds to step 168 where the attitude control of 
the tilt and the telescopic mechanism is executed. When the attitude 
control of the tilt and the telescopic mechanism is found to have been 
completed at step 166, the program proceeds to step 167 where the vertical 
flag FVTCL is examined. If the flag FVTCL is not equal to "1", indicating 
that the vertical attitude is not still adjusted, the execution of step 
165 follows, which causes the seat controller to adjust the vertical 
attitude. At step 169, it is examined if "seat attitude complete" signal 
which should be delivered by the seat controller has been received. If 
this signal has been received, the program proceeds to step 170 where a 
given attitude control complete processing is executed. 
The operation of the seat controller during the execution of the "attitude 
control mode 2" by the master controller will now be described with 
reference to FIG. 10c. When "attitude 1 mode 2" command which should be 
delivered by the master controller at step 152 has been received by the 
seat controller, the program therefor proceeds from step 241 to step 242 
where attitude information which has been stored in the attitude memory 1 
in the seat controller is read. If "attitude 2 mode 2" command which 
should be delivered by the master controller at step 154 has been received 
by the seat controller, the program therefor proceeds from step 243 to 
step 244 where attitude information which is stored in the attitude memory 
2 of the seat controller is read. 
After the execution of either step 242 or 244, the program proceeds to step 
245 where it is examined if the current attitudes of the seat sliding and 
the reclining mechanism which are controlled by the seat controller itself 
coincide with the target attitudes. Since the attitudes of the seat 
sliding and the reclining mechanism remain unadjusted initially, the 
program proceeds from step 245 to step 247 where the attitudes of the seat 
sliding and the reclining mechanism are controlled to be brought into 
coincidence with stored target attitudes. 
When it is found at step 245 that the attitude control of the seat sliding 
and the reclining mechanism has been completed, the program proceeds to 
step 246 where a signal representing the completion of an attitude control 
of the seat sliding and the reclining mechanism is delivered to the master 
controller. At step 248, it is examined if the vertical command which 
should be delivered by the master controller at step 265 has been 
received. If such command has been received, the program proceeds to step 
249 where it is examined if the attitudes of the front and the rear 
vertical mechanism which are controlled by the seat controller itself 
coincide with stored target attitudes. Since the vertical attitude do not 
coincide with the target attitudes initially, the program proceeds to step 
250 where a vertical control of the front and the rear vertical mechanism 
is executed to bring them into coincidence with the target attitudes. 
If it is found at step 249 that the attitude control of the vertical 
mechanisms has been complete, the program then skips to step 261 shown in 
FIG. 10d where it is examined if the attitude of the head rest which is 
controlled by the seat controller itself coincides with a stored target 
attitude. When the attitude of the head rest remains unadjusted, the 
program proceeds to step 262 where an attitude control is executed to 
bring the attitude of the head rest into coincidence with the stored 
target attitude. When it is found at step 261 that the attitude control of 
the head rest has been completed, the program then proceeds to step 263 
where "seat attitude complete" signal is delivered to the master 
controller. The program then proceeds to step 264 where a given attitude 
control complete processing is executed. 
A sequence of operations which take place in the attitude control mode 2 
mentioned above can be summarized in Tables 2 and 3 indicated below. 
TABLE 2 
______________________________________ 
Direction of Groups 
RL Movement A B C 
______________________________________ 
fore RL .fwdarw. SL 
.fwdarw. VT 
.fwdarw. HR 
BA 
aft SL .fwdarw. RL 
.fwdarw. VT 
.fwdarw. HR 
BA 
______________________________________ 
Note: RL: reclining, SL: sliding, VT: vertical, BA: belt anchor, HR: head 
rest. The front and the rear operation takes place concurrently for VT. 
Table 2 indicates a sequence of retrieval when the unlock warning switch 
UWS remains off. At this time, no tilting or telescoping operation takes 
place since when the switch UWS remains off, the steering mechanism 
remains at its retracted position as is the tilting and the telescopic 
mechanism, and it is preferred that the tilting and the telescoping 
operation be operated when the switch UWS is turned on when a driver 
occupies his seat or when the key is inserted. 
TABLE 3 
__________________________________________________________________________ 
key inserted during operation A 
##STR8## 
*If operation A takes effect, tilt/telescopic operation 
takes place upon completion of operation A. 
key inserted during operation B 
##STR9## 
*During operation B, tilt/telescopic operation takes place as 
soon as key is present. 
key inserted during operation C 
##STR10## 
*If operation C takes effect, tilt/telescopic operation is 
initiated as soon as key is present. 
__________________________________________________________________________ 
Table 3 shows a sequence of operations which take place when the key is 
inserted and the switch UWS is turned on. Thus, when the operation which 
takes place when the switch UWS remains off is divided into three domains 
A, B and C indicated in FIG. 2, the operation can be explained as follows: 
When the switch UWS is turned on during the operation A, the 
tilting/telescoping operation is executed subsequent to the termination of 
the operation A, and upon its completion, the operations B and C follow. 
When the switch UWS is turned on during B and C operations, the 
tilting/telescoping operation start at that point in time. This is because 
a concurrent operation of the sliding/reclining or tilting/telescoping 
operation is undesirable because there influences upon each other. 
As described, the invention relates to attitude control system including a 
plurality of controllers which perform mutually different operations upon 
a plurality of attitude adjusting mechanisms. In this instance, an 
attitude control command representing an overall attitude control and 
delivered by switch means (as by SS0, SS1, SS2, etc. in the disclosed 
embodiment) can be reliably recognized by all of the controllers. 
Accordingly, a switch operation may take place at any desired timing 
without causing a likelihood that certain controllers may execute an 
attitude control while the remaining controllers may not execute a 
corresponding attitude control, resulting in a failure of conducting such 
attitude control on part of the mechanisms. 
In addition, an attitude control execution command and an attitude control 
complete signal are transmitted between the plurality of controllers 
depending on the current status of the associated adjusting mechanisms, 
thereby preventing any likelihood of collision occurring between a 
plurality of attitude adjusting mechanisms such as a steering wheel and a 
head rest.