Patent ID: 12187167

DETAILED DESCRIPTION

Hereinafter, an embodiment of the present disclosure will be described in detail with reference to the accompanying drawings.

As the present invention can have various embodiments as well as can be diversely changed, specific embodiments will be illustrated in the drawings and described in detail. While the present invention is not limited to particular embodiments, all modification, equivalents and substitutes included in the spirit and scope of the present invention are understood to be included therein.

In the description of the present invention, while terms such as the first and the second, etc., can be used to describe various components, the components may not be limited by the terms mentioned above. The terms are used only for distinguishing between one component and other components. For example, the first component may be designated as the second component without departing from the scope of rights of the invention. Similarly, the second component may be designated as the first component.

Similarly, the second component may be designated as the first component. The term of ‘and/or’ may include a combination or one of a plurality of related items mentioned.

In the case where a component is referred to as being “connected” or “accessed” to another component, it should be understood that not only the component is directly connected or accessed to the other component, but also there may exist another component between them. Meanwhile, in the case where a component is referred to as being “directly connected” or “directly accessed” to another component, it should be understood that there is no component therebetween.

Terms used in the present specification are provided for description of only specific embodiments of the present invention, and not intended to be limiting. An expression of a singular form includes the expression of plural form thereof unless otherwise explicitly mentioned in the context.

In the present specification, it should be understood that the term “include” or “comprise” and the like is intended to specify characteristics, numbers, steps, operations, components, parts or any combination thereof which are mentioned in the specification, and intended not to previously exclude the possibility of existence or addition of at least one another characteristics.

Unless otherwise defined, all terms used herein including technical and scientific terms have the same meaning as commonly understood by one of ordinary skill in the art to which the present invention belongs. Terms, for example, commonly used terms defined in the dictionary, are to be construed to have exactly the same meaning as that of related technology in the context. As long as terms are not clearly defined in the present application, the terms should not be ideally or excessively construed as formal meaning.

Also, the embodiment is provided for giving those skilled in the art more complete description. Therefore, the shapes and sizes and the like of components of the drawings are exaggerated for clarity of the description.

FIGS.1to3are views for describing a conventional power seat control system.FIG.1is a mimetic view of a conventional power seat control system.FIG.2shows that a higher-level controller of each seat is connected through a main CAN communication bus of a vehicle in the conventional power seat control system.FIG.3is a view including an internal block diagram of the higher-level controller disposed for each seat in the conventional power seat control system.

Referring toFIGS.1to3, in a conventional power seat10, one higher-level controller11is disposed on each power seat10, and the higher-level controller11is connected to a battery20of the vehicle. The higher-level controller11receives power from the battery20and transmits a signal for driving each of DC motors12-1,12-2,12-3, and12-4through a driving circuit provided within the higher-level controller11. Each of DC motors12-1,12-2,12-3, and12-4is also connected to driving units (not shown) which are power transmission members for moving each part of the power seat10.

Here, the driving units may be configured on a frame forming the framework of the power seat10and may have various forms. For example, the driving unit for driving a seatback is a reclining device that receives power from the DC motor12-1. The driving unit is connected to the frame of the seatback and tilts the seatback backward at a certain angle or returns the tilted seatback forward.

Also, for example, the driving unit for driving a seat cushion is a relaxation device that receives power from the DC motor12-2. The driving unit is connected to the frame of the seat cushion and lifts the seat cushion upward or returns the lifted seat cushion downward. On the other hand, the relaxation device may operate such that only the front side of the seat cushion is lifted upward in consideration of comfortable posture of a passenger.

Also, for example, the driving units for driving a leg rest may be a leg rest device and a leg rest extension device which receive power from the DC motors12-3and12-4, respectively. Each of the devices is connected to a frame of the leg rest and operates together, and lifts the leg rest and simultaneously extends the length of the leg rest forward.

Since it is known that the detailed operation structure of the conventional power seat10can be implemented through various types of power transmission members constituting the above-described driving units, a description thereof will be omitted herein.

Meanwhile, as described above, more parts of the power seat10may be developed to move in order to induce the passenger to a more comfortable sitting posture. Accordingly, the number of motors included in the power seat10may gradually increase.

Between the conventional higher-level controller11and one DC motor12-1, a connection line for forward and reverse driving of the DC motor and a connection line for supplying power to a Hall sensor are required. Accordingly, as the number of DC motors to be connected to the higher-level controller11increases by one, the number of connection lines increases by four. If a BLDC motor is used to drive the power seat10, as the number of BLDC motors to be connected to the higher-level controller11increases by one, the connection line increases by a total of eight, that is, three-phase connection lines U, V, and W for driving the BLDC motor and the Hall sensor connection line (two power connection lines, and three signal transmission lines for three phases, respectively).

In addition, the conventional higher-level controller11is connected to be able to communicate with each other through a main controller area network (CAN) communication bus30of the vehicle. The CAN is a standard communication protocol designed for microcontrollers or devices to communicate with each other without a host computer in the vehicle. Electronic control units (ECUs) within the vehicle communicate by using the CAN protocol. Here, the main CAN communication bus30of the vehicle mentioned in this specification may mean that the main CAN communication bus30is provided such that the ECU of each part of the vehicle as well as the higher-level controller11of the power seat10can communicate with each other. In this way, in a situation where the higher-level controllers11communicate with each other through the main CAN communication bus30of the vehicle and perform an interworking operation, when an abnormality occurs in the main CAN communication bus30, the interworking operation between the power seats10cannot be performed properly (seeFIG.2).

Also, the conventional higher-level controller has a built-in driving circuit for transmitting a driving signal to the DC motors12-1,12-2,12-3, and12-4. As the number of DC motors to be connected to the higher-level controller11increases by one, the driving circuit must also be additionally provided in the higher-level controller11in response to the added DC motor (seeFIG.3).

In other words, as the number of motors increases for convenience of the passenger, a problem that the volume of a harness connecting the higher-level controller11and the motor increases excessively and a problem that the volume of the higher-level controller11itself increases occur.

Hereinafter, an embodiment of the present invention, that is, a power seat integrated control system designed to solve these problems will be described.

FIG.4is a mimetic view of a power seat integrated control system according to an embodiment of the present invention.FIG.5is a block diagram of a motor controller in the power seat integrated control system according to the embodiment of the present invention.FIG.6is a view showing the power seat integrated control system ofFIG.4, which includes an internal block diagram of an integrated controller.

The power seat integrated control system according to the embodiment of the present invention may include a plurality of power seats100disposed in a vehicle, and an integrated controller300which integrates and controls the plurality of power seats100on the basis of sitting information.

Here, each of the plurality of power seats100may include at least one motor module110that receives the sitting information from the integrated controller300to move a specific area of the power seat100. More specifically, the motor module110is a component which drives each of the above-mentioned reclining device, relaxation device, leg rest device, leg rest extension device, etc. For the driving of the above-described devices, the motor module110may include a driving motor111and a motor controller112that controls the driving motor.

The driving motor111may rotate based on a control signal of the motor controller112included in the motor module110. A rotational force generated by the rotation of the driving motor111is transmitted to a power transmission unit (not shown) such that each part of the power seat100can move. Here, the driving motor111may be a brushless DC (BLDC) motor. Most of a motor12used in the conventional power seat10is a DC motor. When the power seat with the DC motor is used for a long period of time, a brush is abraded by continuous contact between the brush and an electromagnet and thus dust is generated. Also, noise and vibration occur. When the BLDC motor is provided as the driving motor111of the motor module110according to the embodiment of the present invention, the above-described problems do not occur.

The motor controller112is a component for controlling the driving motor111and may include a controller1121and an inverter1122. The controller1121generates a driving signal for controlling the rotation of the driving motor111. The inverter1122receives the driving signal from the controller1121and operates the driving motor111. Since the motor controller112is included in the motor module110, the role of the driving circuit that is built in a separate housing outside a conventional motor and controls each motor may be integrated into the motor module110.

A connector113may be coupled to the motor controller112. Here, the connector113is a component for connecting the integrated controller300that receives a drive command of the power seat and the motor controller112built in the motor module110.

Meanwhile, the motor controller112may be composed of a PCB board on which circuit elements constituting the controller1121, the inverter1122, etc., to be described later are mounted. The connector113may be detachably coupled to the PCB board.

The controller1121may transmit the driving signal for the driving motor111to a gate driver1124. The controller1121may communicate with the integrated controller300through a motor module communication unit1125to be described later and may receive information related to the movement of the power seat100from the integrated controller300. The controller1121may be composed of a micro control unit (MCU).

The motor controller112may further include a power supply unit1123directly connected to the battery20of the vehicle. The power supply unit1123may receive power from the battery20and supply the power to the controller1121. The power supply unit1123may be connected to the battery20through the connector113. The power supply unit1123may distribute, by using a regulator, the power transmitted from the battery20, and then may apply the power as operating power to components that require driving power, such as the controller1121, the gate driver1124, and a below-described Hall sensor114, etc. Also, the power supply unit1123may supply the power transmitted from the battery20to the driving motor111through the inverter1122.

Meanwhile, when the conventional higher-level controller11is not integrated with the DC motor12and is provided outside the DC motor12as a separate component, a connection line for applying power to the Hall sensor is included in the harness between the higher-level controller11and the DC motors12(seeFIG.3). However, the motor module110according to the embodiment of the present invention includes the power supply unit1123in the motor controller112integrated into the motor module110, and the power supply unit1123is configured to apply the power received from the battery20to the Hall sensor114. Therefore, it is not necessary for the connection line for applying power to the Hall sensor114to be present between the integrated controller300and the motor module110. That is, there is an advantage in that the volume of the harness between the integrated controller300and the motor module110can be reduced.

The inverter1122is connected to the gate driver1124and the driving motor111, and may receive the driving signal from the gate driver1124and operate the driving motor111. The inverter1122may include a plurality of semiconductor switching elements that are turned on and off in order to convert the DC power of the vehicle battery20into alternating current (AC) and to sequentially apply current to each phase of the motor111. The driving signal from the gate driver1124may refer to a switching signal for turning on or off at least one semiconductor switching element among the plurality of semiconductor switching elements.

The motor controller112may further include a motor module communication unit1125for receiving a command input from the integrated controller300. Here, the command is driving information related to the control of the driving motor111(e.g., rotation direction, rotation speed, etc.) and means information corresponding to sitting information.

The integrated controller300and the motor controller112within the motor module110may be connected only through a communication line200. The motor module communication unit1125may be composed of one or more communication modules so as to receive a command from the integrated controller300. For example, the communication module may perform a local interconnect network (LIN) communication according to the configuration. Alternatively, for example, the communication module may perform a controller area network (CAN) communication according to the configuration. The motor module communication unit1125may be built into the controller1121.

The motor module110according to the embodiment of the present invention may further include the Hall sensor114. More specifically, the Hall sensor114is a component for detecting the rotational position of a rotor. The hall sensor114uses a Hall effect that appears in all conductive materials by electric current and magnetic field. When a magnetic field is applied perpendicular to an electric conductor through which the current flows, the Hall sensor114may convert a voltage applied perpendicular to the direction of the current and magnetic field into a digital signal and output. The Hall sensor114may be composed of a Hall element and an integrated circuit for performing digital signal processing and may receive power from the power supply unit1123of the motor controller112such that a current can flow through the Hall sensor114. A signal that is related to the position of the rotor and is output from the hall sensor114may be input to the controller1121. When, on the basis of the signal, the controller1121transmits a control signal to the gate driver1124, the gate driver1124may transmit a driving signal for driving the driving motor111to the inverter1122.

The integrated controller300is a component that integrates and controls all the power seats10disposed in the vehicle. Conventionally, the higher-level controller11provided for each power seat10no longer needs to exist because, according to the present invention, the motor controller112including the driving circuit is integrated with the motor module110. Accordingly, the integrated controller300according to the embodiment of the present invention serves to transmit only a control signal for integrating and controlling the controllers112built into the motor module110.

Here, the integrated controller300may include a first communication unit310and a second communication unit320(refer toFIG.6). The first communication unit310is connected to a controller area network (CAN) communication bus of the vehicle. Here, the CAN communication bus refers to the above-described main CAN communication bus. The CAN communication bus is characterized in that it performs an electrically differentiated communication by using two twisted wires (CAN H and CAN L). The first communication unit310may include one or more communication modules for performing CAN communication.

The second communication unit320means a transceiver provided to communicate with the motor controller112. The second communication unit320transmits the driving information for operating the driving motor111to the motor controller112on the basis of the sitting information through a communication bus independent of the main CAN communication bus. The communication bus may be a LIN communication bus or a CAN communication bus. In the embodiment ofFIG.6, a LIN communication bus400is shown as an example of the communication bus. The LIN communication bus400has a characteristic that it communicates using a single line, and a node connected to the LIN communication bus400may be composed of one master and a plurality of slaves.

In this way, as the communication bus connecting the integrated controller300and the power seat100is configured independently of the CAN bus that is the main communication bus of the vehicle, even if an abnormality occurs in the main communication bus of the vehicle, there is an advantage that the interworking operation between the power seats can be normally performed through a separately provided communication bus.

Meanwhile, one communication bus may be provided between the second communication unit320and each power seat100. Referring to the embodiment ofFIG.6, one LIN communication bus410and420may be configured between the second communication unit320and each power seat100. For example, the second communication unit320and a first seat (driver seat)100-1are connected by a first LIN bus410, the second communication unit320and a second seat (passenger seat)100-2are connected by a second LIN bus420, and second communication unit320and an N-th seat are connected by an N-th LIN bus. In other words, the second communication unit320included in the integrated controller300may be provided to correspond to the number of power seats100in the vehicle, that is, the number of power seats100to be controlled.

In this way, when the communication bus is independently configured for each power seat100, even if an abnormality occurs in the communication bus of any power seat (driver seat)100-1, the interworking operation (for example, the interworking operation between the leg rest device and the leg rest extension device of the passenger seat) between the parts of another power seat100-2can be normally performed.

The integrated controller300integrates and controls all the power seats100disposed in the vehicle. In the embodiment of the present invention, it can be understood that the motor controller112means a slave controller and integrated controller300means a master controller that controls a plurality of slave controllers.

Since the integrated controller300does not need to include the driving circuit for driving the driving motor111, even if the number of driving motors111that drive the power seat100increases, the volume of the integrated controller300does not increase significantly. The integrated controller300may receive, through a user interface such as a seat button, etc., the intention of the passenger who moves and operates the power seat100and may transmit, through the communication line200, a digital signal, that is, a control signal, to the motor module110to be operated.

Meanwhile, as described above, the motor controller112built into the motor module110is connected to the integrated controller300only by the communication line200through the connector113(seeFIG.5), and the motor controller112is directly connected to the battery20. That is, a circuit line connected to the battery20and the communication line200connected to the integrated controller300are coupled to the connector113. According to this structure, the circuit line for supplying power and the communication line200for transmitting the control signal do not need to be integrated into one harness. Therefore, when an abnormality occurs in any one part, it is easy to find out where the abnormality occurs and easy to replace it.

FIG.7aandFIG.7bare flowcharts showing an operation flow of the integrated controller ofFIG.6in a power seat integrated control method according to the embodiment of the present invention.

Referring toFIG.7aandFIG.7b, the power seat integrated control method according to the embodiment of the present invention is performed by one integrated controller300connected to the plurality of power seats100. The power seat integrated control method may include a signal input step S120of receiving a power seat operation signal input that a user inputs through an interface of the vehicle, a determination step S130of determining an operating condition for operating the motor module110that is built into the power seat100and moves a specific area of the power seat100, and an information transmission step S140of transmitting the driving information for controlling the motor module110in accordance with the type of the operation signal.

The method of this embodiment may be performed by the MCU of the integrated controller300shown inFIG.6.

Meanwhile, the plurality of motor modules110installed on the power seat100includes, as described above, the driving motor111and the motor controller112for controlling the driving motor111, respectively, and one LIN communication bus may be provided between the integrated controller300and each power seat100. That is, in the information transmission step, the integrated controller300transmits the driving information to the motor controller112through the LIN communication bus.

Advantageous effects when one LIN communication bus is provided between the integrated controller300and each power seat100and information is transmitted through the LIN communication bus has been described above in detail. Thus, repetitive descriptions thereof will be omitted herein.

Hereinafter, the detailed flow of each step will be described in more detail.

First, in the signal input step S120, the interface of the vehicle may mean a series of inputs for driving the power seat, such as a switch of the power seat and/or AVN, etc. The integrated controller300is electrically connected to the interface, and the MCU of the integrated controller300receives the operation signal for driving the power seat100from the interface. The type of the operation signal may be at least one of a turn-off signal, a manual operation signal, an automatic operation signal, and a calibration operation signal.

Here, the manual operation refers to an operation in which the user moves directly the power seat100to a position that the user desires. The manual operation means an operation in which while the input from the interface is maintained without a set target position of the power seat100the power sheet100moves continuously in a direction corresponding to the signal. For example, when an input is received from a direction button such as a forward button, a backward button, etc., the integrated controller300may determine that the manual operation signal is input.

Also, when automatic operation refers to an operation in which, when an interface input for moving to a pre-stored position or in a specific mode (such as relaxation, return, or the like) is received, the power seat100moves until it reaches a target position corresponding to the pre-stored position or a target position corresponding to the specific mode. For example, the integrated controller300may determine that the automatic operation signal is input when an input is received from a memory button in which a specific target position to which the power seat100is to move is previously stored.

Meanwhile, the calibration operation refers to an operation in which the power seat100learns an operable section of the driving motor111in order to identify a section (stroke distance) where the power seat100can mechanically move without interference from other parts. The calibration operation can be performed in an initialization step before the power seat100is first operated.

Next, the determining step (S130) may include a step of determining an external condition related to the operation of the power seat100(S131), a step of determining the control target driving motor111on the basis of the operation signal (S132), and a step of receiving an error state signal of the control target driving motor111from the motor controller112and determining whether the control target driving motor111can be driven or not (S133).

Here, the step of determining the external condition (S131) is to determine whether it is no problem to operate the power seat100under the external conditions of the power seat100. That is, the step of determining the external condition is to determine whether an operating power condition, a starting condition, and a driving condition are all satisfied.

The operating power condition is determined by whether the integrated controller300satisfies a minimum voltage for operating the power seat100. When the operation signal is input from the interface of the vehicle, the MCU of the integrated controller300may monitor the power applied from the battery and may determine that the operating power condition is satisfied if the voltage is in a predetermined normal range (e.g., 8.5 V to 16.5 V), and may determine that the operating power condition is not satisfied if the voltage is in a range of a low voltage (e.g., 8.5 V or less) or in a range of a high voltage (e.g., 16.5 V or higher) that is out of the normal range. Here, when the operating power condition is determined not to be satisfied, the determination that the operating power condition is not satisfied can also be maintained until a voltage is applied as much as a return voltage (e.g., 10 V or higher if the voltage is determined to be a low voltage and 15 V or less if determined to be a high voltage) rather than the normal range.

The starting condition is determined as follows. The MCU of the integrated controller300monitors an IGN1 signal and an IGN2 signal of the vehicle. The MCU may determine that the starting condition is satisfied if both the IGN1 signal and the IGN2 signal are in an on-state or in an off-state or if the IGN1 signal is in an off-state and the IGN2 signal is in an on-state. In the other state, the MCU may determine that the starting condition is not satisfied. The other state means that the IGN1 signal is in an on-state and the IGN2 signal is in an off-state, that is to say, means a state at the moment when the engine of the vehicle is started. Therefore, the MCU determines that the starting condition is not satisfied in consideration of safety and does not allow the power seat100to move.

The driving condition is determined as follows. The MCU of the integrated controller300monitors an IGN1 power supply unit and the speed of the vehicle. The MCU determines that the driving condition is not satisfied when the speed of the vehicle is greater than or equal to a predetermined speed in the state where the IGN1 is in an on-state. That is, the control of the power seat100is prohibited for safety reasons while the vehicle is traveling at a high speed. In other words, if the vehicle is traveling at a speed less than the predetermined speed, the MCU may determine that the driving condition is satisfied.

Meanwhile, only when all external conditions for driving the power seat100are satisfied, the next step of determining the control target driving motor111is performed (S132). The integrated controller300may determine the control target driving motor111from among the plurality of driving motors111by using the operation signal received through the interface. For example, when the interface is a button, the integrated controller300may determine the control target driving motor111corresponding to the button on the basis of from which button the operation signal is input.

After the control target driving motor111is determined, a step of determining whether the control target driving motor111can be currently driven is performed (S133). In this step, it is determined whether the driving motor111can operate normally or not. The integrated controller300determines whether the control target driving motor111can be currently driven, on the basis of the error state signal input from the motor controller112of the control target driving motor111.

The type of the error state signal may include a Hall sensor error signal, an interference error signal, an overcurrent error signal, and a steady-state signal.

The Hall sensor error signal is generated by the motor controller112when a Hall sensor input for determining the position of the rotor of the driving motor111is not normally input to the motor controller112. The interference error signal is generated by the motor controller112in a state where the driving motor111can no longer be operated due to an interference with an external object while the control target driving motor111operates. The overcurrent error signal is generated by the motor controller112in a state where an overcurrent flows through the control target driving motor111.

When the MCU of the integrated controller300receives at least one of the Hall sensor error signal, the interference error signal, and the overcurrent error signal, the MCU may determine that the control target driving motor111is in a state in which it cannot be operated. When the above-described error does not occur, the motor controller112generates the steady-state signal and transmits it to the integrated controller300. When the integrated controller300receives the steady-state signal, the integrated controller300may determine that the control target driving motor111can be driven, and then perform the next step.

In addition, the MCU of the integrated controller300further determines a seat interference condition, thereby determining whether the control target driving motor111can be driven or not.

A seat interference condition determination is to determine the possibility of occurrence of physical interference between the power seat to be controlled and another power seat not to be controlled, before driving the driving motor111of the power seat to be controlled. For example, in a case where the power seat to be controlled is a second-row power seat and the driving motor installed in the second-row power seat to be controlled is a leg rest motor, when a slide motor and a recline motor of the first-row power seat are position beyond a certain point rearward (in a direction of the second-row power seat), it can be expected that interference will occur between the second-row power seat and the first-row power seat when the control target leg rest motor is driven. Here, the MCU of the integrated controller300may determine that the seat interference condition is not satisfied and may determine that the control target driving motor111is in a state in which it cannot be operated. That is, the MCU of the integrated controller300may receive a Hall sensor signal from each motor controller (the motor controller of the control target driving motor and the motor controller of a driving motor not to be controlled) of all the driving motors, may determine current positions of all the driving motors by using the Hall sensor signal, and may predict and determine whether interference with other power seats will occur when the driving motor111of the power seat to be controlled is driven. To this end, the integrated controller300may store in advance information on conditional relationships between the positions of the respective driving motors for preventing the interference.

When the control target driving motor111can be driven, an information transmission step is performed (S140).

In the information transmission step, first, the MCU of the integrated controller300determines the type of the operation signal (S141) and transmits the driving information of the driving motor111to the motor controller112on the basis of the determined operation signal.

When the operation signal is the manual operation signal, the MCU of the integrated controller300checks a driving direction of the power seat100input through the interface (S144) and transmits the driving information corresponding to the driving direction and a manual operation driving speed predetermined in the integrated controller300to the motor controller112of the control target driving motor111. (S145) For example, the driving direction of the driving motor111may be a forward direction or a backward direction. The manual operation driving speed may be stored in a memory (not shown) of the integrated controller300.

When the operation signal is an automatic operation signal, the MCU of the integrated controller300checks the driving information corresponding to an automatic operation driving speed predetermined in the integrated controller300and a Hall count value corresponding to the pre-stored target position (S143) and transmits the driving information to the motor controller112of the control target driving motor111. (S145) The hall count value corresponding to the target position and the automatic operation driving speed may be stored in the memory of the integrated controller300as information corresponding to each driving motor111.

Meanwhile, when the operation signal is the automatic operation signal, it is necessary to first determine whether the calibration of the driving motor111is completed before checking the Hall count value corresponding to the target position (S142). The calibration is, as described above, a process of learning a movable section of the driving motor111and of setting the movable section. The motor controller112of the driving motor111of which the calibration is completed transmits a calibration completion signal (Limit Set), the motor controller112of the driving motor111of which the calibration is not completed transmits a calibration incompletion signal (Limit Not Set) to the integrated controller300. More specifically, the motor controller112performs the calibration by the calibration operation signal, and the motor controller112measures a total stroke distance by operating the driving motor111toward the frontmost portion and rearmost portion, and sets the movable section. When the motor controller112continues to move the driving motor111toward the frontmost portion, the power seat100reaches the front end to which the power seat100can move, and a hall sensor error occurs. Here, the motor controller112changes the driving direction of the driving motor111and continue to move the driving motor111toward the rearmost portion, and the power seat100reaches the rear end to which the power seat100can move, and the hall sensor error occurs. That is, the stroke distance of the driving motor111(or the power seat100) may be set based on the Hall sensor count measured while operating the driving motor111from the front end to the rear end.

In summary, the driving information transmitted through the LIN communication in the information transmission step may include not only the information on the type of operation signal but also the information on the driving direction and the manual operation driving speed when the operation signal is the manual operation signal or the information on the driving speed and the Hall count value for the target position when the operation signal is the automatic operation signal.

Meanwhile, the integrated controller300may further include a step of receiving operation state information of the driving motor111from the motor controller112(S110). Here, the operation state information may include the error state signal which represents whether the driving motor111is drivable or not, the Hall sensor signal which represents current position information of the driving motor111, and an operation direction signal including information on an immediately preceding operation direction of the driving motor111. After the motor controller112receives the driving information from the integrated controller300and operates the control target driving motor111, the operation state information may be transmitted from the motor controller112by the request of the integrated controller300.

FIG.8aandFIG.8bare flowcharts showing an operation flow of the motor controller ofFIG.5in the power seat integrated control method according to the embodiment of the present invention.

The motor controller112may control the driving motor111to operate based on the driving information received from the integrated controller300.

First, the motor controller112receives the type of the operation signal from the integrated controller300and determines whether the received operation signal is a turn-off signal (S210). If the operation signal is a turn-off signal, the motor controller112does not have to control the driving motor111and returns to a standby state after stopping the driving motor111(S270). When the motor controller112receives the remaining operation signals (manual operation signal, automatic operation signal, and calibration operation signal) other than the signal at this time, the driving motor111must be operated to correspond to the operation signal. Therefore, the motor controller112performs the following step. Meanwhile, the standby state may mean a state where the motor controller112waits for the operation signal to be input from the integrated controller300.

If the operation signal is not a turn-off signal, the motor controller112determines whether the operation signal is the automatic operation signal or not (S220). If the operation signal is the automatic operation signal, the motor controller112compares the target position and the current position of the driving motor111by using the Hall count value for the target position among the driving information transmitted by the integrated controller300. The comparison between the current position and the target position may be performed by comparing the Hall counter value that is changed by rotation of the rotor of the driving motor111with the Hall counter value for the target position.

When the current position and the target position are the same, there is no need to control the driving motor111, and therefore, the motor controller112returns to the standby state (S230and S270). When the current position is greater than the target position, the motor controller112controls the driving motor111to drive forward (S241and S251). When the current position is smaller than the target position, the motor controller112controls the driving motor111to drive backward (S241and S252). On the other hand, the driving motor111may be controlled by the controller1121of the motor controller112. The forward driving control may refer to forward rotation of the driving motor111, and the backward driving control may refer to reverse rotation of the driving motor111.

If the operation signal is not the automatic operation signal, that is, if the operation signal is the manual operation signal or the calibration operation signal, the driving motor111is controlled according to the driving direction and speed received from the integrated controller300. That is, when the driving direction received from the integrated controller300is a forward direction, the driving motor111is controlled to drive forward (S242and S251), and when the driving direction received from the integrated controller300is a backward direction, the driving motor111is controlled to drive backward (S242and S252).

After controlling the driving motor111to drive forward or backward, the motor controller112determines whether an error occurs in the driving motor111(S260). As described above, the error in the driving motor111includes the Hall sensor error, the interference error, and the overcurrent error. When the motor controller112receives information on the above-described errors from the driving motor111, the motor controller112generates a corresponding error state signal. Also, when the error state signal is generated, the motor controller112stops the driving motor111and returns to the standby state (S270). When the motor controller112does not receive the information on the above-described errors from the driving motor111, the motor controller112generates the steady-state signal (Not Fail) as the error state signal.

The motor controller112transmits, to the integrated controller300, a signal including at least one of the error state signal, the Hall sensor signal representing the current position information of the driving motor111, and the operation direction signal including the information on the immediately preceding operation direction of the driving motor111(S280). Here, the above-described calibration completion signal of the driving motor111may be included. Here, the driving motor111is operated until the Hall sensor error occurs to the foremost portion and the rearmost portion, and then the calibration completion signal may be generated.

As such, according to the present invention, the driving information of the driving motor is stored in the integrated controller rather than the motor controller, and the integrated controller provides the driving information to the motor controller. The motor controller performs only the role of controlling the driving motor on the basis of the received driving information and the role of transmitting the information on the state such as the current position of the driving motor. Therefore, when it is necessary to change the software specification related to the operation of the power seat, it is only required to update only the integrated controller while leaving the motor module which is not easy to replace and update because it is coupled to the frame of the power seat. The specification can be easily changed at a low cost.

For example, if it is necessary to modify the set values of external conditions related to the operation of the power seat (on/off condition of an IGN signal, speed condition of the vehicle, applied battery voltage condition, etc.), the purpose can be achieved by changing the setting of the integrated controller alone regardless of the motor module.

Alternatively, for example, when it is necessary to modify the parameter set value of the control target driving motor, such as the moving speed of the power seat, etc., the purpose can be achieved by changing the setting of the integrated controller alone regardless of the motor module.

Although the present invention has been described with the confined embodiment and drawings, the present invention is not limited to the embodiment and various changes and modifications can be made from this disclosure by a skilled person in the art. Therefore, the spirit of the present invention is understood only by the claims, and any variations equivalent thereto are included in the spirit of the present invention.

REFERENCE NUMERALS

10: Conventional Power Seat11: Conventional Higher-Level Controller12: Conventional DC Motor20: Battery30: Main CAN Communication Bus of Vehicle100: Power Seat110: Motor Module111: Driving Motor112: Motor Controller1121: Controller1122: Inverter1123: Power Supply Unit1124: Gate Driver1125: Motor Module Communication Unit113: Connector114: Hall Sensor200: Communication Line300: Integrated Controller310: First Communication Unit320: Second Communication Unit400: Lin Communication Bus