JP2000172358A - Drive device for automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To attain a stable operation when an automobile is decelerated on a straight road or the speed of the automobile is automatically kept on a highway by providing a mechanism which limits the steering operations or limits temporarily the steering operations in the acceleration and deceleration directions. SOLUTION: When a joystick 3 is turned toward the front or rear wheels, the acceleration and deceleration direction operating shafts are revolved synchronously with each other. Then the rotational frequency is detected by an acceleration/deceleration manipulated variable detection means 6 which is placed coaxially to the acceleration and deceleration direction operating shafts and then outputted as an acceleration/deceleration manipulated variable to be applied to a control means 1. When the joystick 3 is turned toward the right and left sides, the steering direction operating shafts are turned synchronously with each other. Then the rotational frequency is detected by a steered variable detection means 8 which is placed coaxially to the steering direction operating shafts and then outputted as a steered variable to be applied to the means 1. Under such conditions, a means is added to limit the revolutions of the steering or acceleration/deceleration joystick revolving direction. If the limiting is started in the revolving direction, the input value of the regulated revolving direction is corrected in response to the input value of the non-limited revolving direction.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a driving device for a traveling machine such as an automobile, and more particularly, to a driving device having a so-called joystick as an input device for accelerator, brake, and steering.

[0002]

2. Description of the Related Art Generally, a steering wheel is used as a steering device in a traveling machine such as an automobile. For example, as in a vehicle steering device disclosed in Japanese Patent Application Laid-Open No. 8-34353, a seat armrest or an inner wheel is used. Operation in which a driver operates a rod-shaped member, one end of which is freely rotatably supported by a vehicle interior part such as a instrument panel, and uses the operation angle as an input value. Operating devices are known.

[0003] Further, as in an operating device disclosed in Japanese Patent Application Laid-Open No. 9-301193, not only steering but also operating
There is also known an apparatus in which acceleration and deceleration operations of an accelerator and a brake and a steering operation are simultaneously input by inputting lever rotation in two directions of front, rear, left and right.

According to these joysticks, the driver can operate with one hand, the operation amount is smaller than that of a conventional driving operation device such as a steering wheel, and the physical load required for the operation of the driver is greatly reduced. Can be expected.

[0005]

However, according to such a conventional driving operation device, for example, there are cases where it is difficult to operate the vehicle when decelerating during straight running. That is, in the case of a normal joystick, the operation direction of acceleration / deceleration is set to the traveling direction of the vehicle, and the steering input direction is set to the direction perpendicular to the traveling direction of the vehicle, so it is desired to stop while keeping the traveling direction straight. In such a case, it is necessary to perform the operation in parallel with the traveling direction as accurately as possible. However, since the movement of the human arm naturally includes some error, even if the joystick lever is tilted in the traveling direction, there is a high possibility that the lever will be tilted left or right.

Further, when a vehicle speed maintaining device is used on a highway and the occupant inputs an operation for steering only,
Generally, the vehicle speed maintenance device is ignored for accelerator operation, but since braking operation means canceling automatic maintenance, be careful not to incline to the deceleration side when tilting the joystick lever left or right. You need to steer with care.

The present invention has been made in view of such a conventional problem, and the main problem to be solved by the present invention is to operate in either one of the acceleration / deceleration direction and the steering direction. It is an object of the present invention to improve the operability of a driving operation device using a joystick in a situation where only a user wants to input only.

[0008]

SUMMARY OF THE INVENTION In order to solve the above-mentioned problems, the present invention provides a vehicle driving and operating device according to the first aspect of the present invention, in which two independent rotation directions are within a predetermined range angle. A joystick that is pivotable with the joystick, an operation amount detection unit that detects an operation amount of the driver with respect to the joystick, and a vehicle traveling state detection unit that detects a traveling state of the vehicle such as a vehicle speed, a lateral acceleration, and a yaw angular velocity. A command value to the driving force generating means, the braking force generating means, and the steering mechanism of the vehicle according to the operation amount detected by the operation amount detecting means and the vehicle state detected by the vehicle running state detecting means. A driving control device having a control means for outputting a signal, comprising: a rotation restricting means for restricting rotation in any one of the rotation directions; Depending on the input value to non rotating direction, it is characterized by having a correction means for correcting the input value of the rotational direction of the regulated side.

According to a second aspect of the present invention, in the driving operation device for a vehicle according to the first aspect, the vehicle state detected by the vehicle running state detecting means and the operation input value of the joystick are provided. When the rotation limit start determination value calculated accordingly becomes equal to or greater than a predetermined value, the rotation limit by the rotation limiter is started.

According to a third aspect of the present invention, in the driving operation device for a vehicle according to the first aspect, when a switch provided on the joystick or the instrument panel is pressed by an occupant, The rotation restriction by the rotation restriction means is started.

According to a fourth aspect of the present invention, in the driving operation device for a vehicle according to the first aspect of the present invention, as the rotation restricting means, a command from the control means is sent to a rotation axis in a restricted direction. Using an electric motor that applies a rotational force of a magnitude corresponding to the value, the electric motor is controlled in accordance with a vehicle state detected by the vehicle running state detecting means and an input value in a rotation direction in which the rotation of the joystick is not restricted. It is characterized in that the characteristic of the control command to the motor is changed.

Further, a fifth invention according to claim 5 is as follows.
In the driving operation device for a vehicle according to a first aspect of the present invention, the value detected by the operation force detection means for detecting the operation force of the occupant in the restricted rotation direction after the restriction by the rotation restriction means is started is the vehicle travel. When a predetermined value according to the vehicle state detected by the state detecting means is exceeded, the restriction by the rotation restricting means is released.

The operation of the present invention will be described below. According to the configuration of the first aspect of the present invention, there is provided rotation limiting means for limiting rotation in one of the joystick rotation directions of steering and acceleration / deceleration. A correction means is provided for correcting the input value in the rotation direction on the restricted side in accordance with the input value in the rotation direction that is not set.

According to the configuration of the second aspect of the present invention, the operation in one rotation direction is automatically restricted according to the operation pattern of the occupant. The stability of the operation on the side that is not performed can be increased.

Further, according to the configuration of the third aspect of the invention, the rotation is started by the imprint of the switch provided on the joystick or the instrument panel, so that the rotation can be restricted at a timing desired by the occupant.

According to the fourth aspect of the present invention, a special structure is loaded in order to set the rotation limit by changing the control characteristics of the electric motor used for giving the normal operation reaction force. This makes it possible to easily apply the rotation restriction without causing the restriction reaction force characteristic to be variable according to the driving state of the vehicle.

Further, according to the configuration of the fifth aspect, after the restriction by the rotation restricting means is started, if the operation force of the occupant in the restricted rotation direction exceeds a predetermined value, the restriction is released. Therefore, if an occupant wants to perform an operation on the restricted side for any reason, such as an emergency, the restriction can be released simply by performing an operation on the restricted side regardless of the conditions for starting the restriction. Even if the operation is urgent, the operation can be performed without delay.

[0018]

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a block diagram showing an embodiment of a vehicle driving / operating device according to the present invention. (First Embodiment) FIG. 1 is a basic configuration diagram showing a first embodiment of a vehicle driving operation device according to the present invention.

First, the configuration will be described. Reference numeral 1 denotes control means for controlling the steering device of the present invention, and includes acceleration / deceleration operation amount detection means 6, steering amount detection means 8, vehicle speed detection means 10,
From the input signals from the wheel speed detecting means 11, the lateral acceleration detecting means 12, and the yaw angular velocity detecting means 13, the optimal acceleration amount (accelerator opening), brake control amount, and steering amount are determined.
Control signals are output to the accelerator driving means 4, the brake driving means 5, and the steering driving means 2, respectively. At the same time,
The acceleration / deceleration operation reaction force generating means 7 and the steering reaction force generation means 7 provide the optimum reaction force characteristics calculated based on the input signals described above and the detection signals of the acceleration / deceleration operation force detection means 30 and the steering force detection means 31. A control signal is output to the force generating means 9.

Reference numeral 2 denotes a steering drive means, which comprises a drive motor for driving a reduction gear mounted coaxially with a pinion gear 14 for turning a steered wheel, and a drive circuit for driving the motor. When the drive circuit receives a voltage value corresponding to the steering command value from the control means 1 and drives the motor, the rotation of the steering motor rotates via a tie rod 15 connected to a rack shaft that fits with the pinion gear 14. The front wheel is converted into a linear motion, and is steered as a rotation around the king pins 18 and 19 by a pair of knuckle arms 16 and 17 engaged with both ends of the tip of the tie rod 15.

Reference numeral 3 denotes a joystick for inputting an occupant's driving operation, and is a rod-shaped member whose one end is freely rotatably supported by a vehicle interior part with a vertical state as a neutral position, and a detailed mechanism will be described later. In the present embodiment,
A case will be described in which the joystick is located on the right side of the vertical center plane of the occupant's body to be operated so as to be easily operated by the driver's right hand. However, all of the items described below can be applied to a case where the joystick is installed at a position where the joystick is operated with the left hand only by switching the left and right sides.

Reference numeral 4 denotes an accelerator driving means for controlling a throttle opening of a vehicle engine (not shown) in accordance with an output signal from the control means 1.

Reference numeral 5 denotes a brake driving means for controlling a brake driving mechanism (not shown) of the vehicle according to an output signal from the control means 1.

Numerals 6 and 8 denote acceleration / deceleration operation amount detection means for detecting the acceleration / deceleration operation amount and the steering amount input by the occupant via the joystick 3 and angle sensors as steering amount detection means. By inputting the output value of the present sensor at every predetermined sampling time, the current acceleration / deceleration operation amount and steering amount are recognized.

Reference numerals 7 and 9 denote reaction force generating means for applying acceleration / deceleration operation reaction force and steering reaction force to the driver via the joystick 3, and the stick shaft 21 of the joystick 3.
(See FIG. 2) and an electric motor and a motor drive circuit, and generate a torque corresponding to the electric power transmitted from the control means 1.

Reference numerals 10, 11, 12, and 13 denote vehicle speed detecting means for detecting the running speed of the vehicle, wheel speed detecting means for detecting the rotational speed of each wheel, and lateral acceleration detecting for detecting the lateral acceleration acting on the vehicle. And yaw angular velocity detecting means for detecting the yaw angular velocity of the vehicle. By outputting each detection signal to the control means 1 and converting it by the control means 1, the vehicle speed, the wheel rotation speed, the lateral acceleration, and the yaw angular velocity are obtained. recognize.

Next, the mechanism of the joystick 3 will be described with reference to FIG.
This will be described with reference to FIG. The joystick shaft 21 is provided with a grip portion 20 for transmitting an operating force by the driver gripping the outside of the case shown by a broken line, and an acceleration / deceleration direction operation shaft 22 inside the case.
The shaft surface is in contact with and penetrates the inner surfaces of long holes 24 and 25 provided in the center of the steering direction operation shaft 23 in the vertical direction. The acceleration / deceleration direction operation axis 22 and the steering direction operation axis 23 are installed in directions perpendicular to each other when viewed from vertically above, the acceleration / deceleration direction operation axis 22 is parallel to the lateral direction of the vehicle, and the steering direction operation axis 23 is It is parallel to the longitudinal (traveling) direction of the vehicle.

When the driver tilts the joystick 3 toward the front and rear wheels, the acceleration / deceleration direction operation shaft 22 rotates synchronously,
The amount of rotation is detected by the acceleration / deceleration operation amount detection means 6 installed coaxially with the acceleration / deceleration direction operation shaft 22 and output to the control means 1 as the acceleration / deceleration operation amount. An acceleration / deceleration operation force detecting means 30 for measuring the acceleration / deceleration operation force as a torque around the operation axis and outputting the torque to the control means 1 is provided on the acceleration / deceleration direction operation axis 22. An acceleration / deceleration reaction force generation motor 26 and an acceleration / deceleration shaft reduction mechanism 27 are provided as acceleration / deceleration operation reaction force generation means 7 for transmitting the reaction force in the direction.

Similarly, the joystick 3 moves to the right and left sides.
Is tilted, the steering direction operation shaft 23 rotates synchronously,
This rotation amount is detected by the steering amount detection means 8 installed coaxially with the steering direction operation shaft 23, and is output to the control means 1 as a steering amount. Also, on the steering direction operation axis 23,
The control means 1 measures the steering force as a torque around the operation axis.
And a steering reaction force generating motor 9 for transmitting a steering reaction force in accordance with a command value from the control unit 1 and a steering reaction force generation motor 28 and a steering shaft reduction mechanism 29. .

The operation of the first embodiment based on the above configuration will be described with reference to the flowcharts of FIGS.

First, a description will be given with reference to the flowchart shown in FIG. When the control means 1 starts the joystick input processing interrupt routine for detecting the driver's operation input and determining the motion control amount of the vehicle, step S100 is performed.
Then, the steering amount θ and the acceleration / deceleration operation amount α from the joystick 3 are read.

Next, in step S200, the target steering angle φ
And the steering reaction force

[0033]

(Equation 1)

The steering angle calculation processing for calculating
Is carried out according to the flowchart of FIG.

In step S300, the target acceleration / deceleration amount (throttle opening Xt, brake driving amount Bs), acceleration / deceleration operation reaction force

[0036]

(Equation 2)

The acceleration / deceleration calculation processing for calculating the following is carried out according to the flowchart of FIG.

In step S400, step S20
0, the command value determined in S300 is output to each motor drive circuit to control the vehicle motion and the joystick reaction force.

Subsequently, using the flowchart of FIG.
The process of step S200 in FIG. 3 will be described in detail. First, in step S201, the traveling state of the vehicle is input from each detection unit. That is, the vehicle speed Vcar, the lateral acceleration G, and the yaw angular velocity r are sequentially read from the input values of the wheel speed detecting means, the lateral acceleration detecting means, and the yaw angular velocity detecting means.

In step S202, a reference target steering angle φ0 is calculated from the steering amount θ. The relationship shown in FIG. 6 is used for the calculation. That is, the larger the steering amount θ, the larger the target steering angle φ
The relationship of a substantially quadratic curve in which 0 becomes large is used. The reason why the target steering angle is increased non-linearly as the steering angle increases is because the expected value of the human turning property increases as the steering angle increases.

Next, at step S203, the vehicle speed Vca
From r, a correction coefficient φv of the target steering angle based on the vehicle speed is calculated. The relationship shown in FIG. 7 is used for the calculation. In other words, the relationship is set such that the higher the vehicle speed Vcar, the smaller the steering angle. The aim is to reduce the transmission ratio at higher speeds to emphasize high-speed stability, and to increase the transmission ratio at lower speeds to improve handling performance such as garage parking.

In step S204, step S20
2. From the reference target steering angle φ0 and the correction coefficient φv calculated in S203, the target steering angle φ is calculated as φ = φv × φ0.

Next, in steps S205 to S213, the target steering angle reaction force

[0044]

(Equation 3)

Is calculated.

First, in step S205, the acceleration / deceleration operation reaction force is changed from the reaction force of normal traveling, and it is determined whether or not the state is the acceleration / deceleration limit mode in which it is difficult to operate the joystick lever in the acceleration / deceleration direction. Step S20 when the mode allows normal acceleration / deceleration input.
The process proceeds to step S213 in the case of the acceleration / deceleration mode.
That is, in this step, if the acceleration / deceleration input mode is already set so that the steering angle restriction mode for restricting the input of the steering angle handled in the next step S206 and thereafter and the acceleration / deceleration restriction mode determined here do not occur at the same time. Is a process for setting the steering reaction force to use the control characteristics of the normal mode.

In step S206, it is determined whether or not the steering angle limiting mode has already been set. If the steering mode is not the steering angle limiting mode but the normal mode in which input can be performed as usual, the process proceeds to step S207, and the steering angle limiting mode has already been set. If yes, the process proceeds to step S210.

In step S207, step S204
It is determined whether or not the magnitude of the target steering angle φ calculated in is smaller than the predetermined value φ0. If the value is smaller, the process proceeds to step S208. If not, the process proceeds to step S213 while maintaining the normal mode. Here, as shown in FIG. 8, φ0 is a value that decreases as the vehicle speed increases, and for example, a value such as 10 degrees at 10 km / h and 1 degree at 100 km / h is used. That is, when the target steering angle is large and there is a strong possibility that steering and acceleration / deceleration are used at the same time as in changing a curve or a lane, the steering angle limiting mode is not set.

Next, in step S208, the evaluation function J _b below the brake operation, and determine whether it exceeds a predetermined value J _0, if it exceeds the steering angle limit mode starts proceeds to step S209 If not, the process proceeds to step S213 in the normal mode.

Here, the deceleration operation evaluation function _Jb is calculated by the following equation (1).

[0051]

(Equation 4)

Here, α is the acceleration / deceleration operation angle input by the occupant, and is positive on the acceleration side and negative on the deceleration side. Also,
Q is a negative constant and R is a positive constant. That is, faster the J _b if the operation is fast in the deceleration direction is large, J _b as changes in the operating speed in the direction of turn from acceleration to deceleration is An increase increases. The value of J ₀ from the occupant of the operation data acquired by an experiment, operations and for stopping the vehicle from a state that maintains vehicle speed, the accelerator OF
An operation in the case of rapid deceleration and F, and statistically processing the values of J _b identifying the initial operation when the steering angle is simply decelerate the vehicle smaller. Note that the expression (1) is integrated for 0.2 seconds, but this is about 0.15 seconds for the discrimination area for distinguishing continuous operations performed by humans into one operation at a time. This is equivalent to the fact that the occupant integrates one section of the initial operation in which the operation that has been maintained until then is switched to a different operation.

That is, the steering angle limiting mode is started in step S209 by the determinations in steps S207 and S208 because the steering angle is relatively small and the occupant starts an operation for simply decelerating the vehicle. Becomes

Next, the operation when it is determined in step S206 that the steering angle limit mode has already been set will be described.
First, in step S210, the steering torque from the steering force detecting means 31 is set.

[0055]

(Equation 5)

Where

[0057]

(Equation 6)

It is determined whether the value is larger than the predetermined value. If the value is larger, the process proceeds to step S212 to release the steering angle limiting mode. here,

[0059]

(Equation 7)

Is a predetermined number of one or more. If it is determined in this step that the occupant wants to steer beyond the limited steering angle for some reason, the set reaction force

[0061]

(Equation 8)

When the vehicle is steered by the above-mentioned force, the steering angle limiting mode can be released and the mode can be returned to the normal mode.

If the determination in step S210 is negative and the process proceeds to step S211, the deceleration operation is terminated, and it is determined whether or not the operation has been accelerated again. If the determination is YES, the process proceeds to step S212. To release the steering angle limit mode, and in the case of NO, the process proceeds to step S213 in the steering angle limit mode. The determination, using the value of the deceleration J _b described above, if it becomes smaller than J _1, it is determined that turned to the operation of loosening the deceleration. The value of J ₁ is, for example, 0
As a reference value when the J _b is turned to negative as. In other words, the determination here means that the steering angle restriction mode is canceled because the possibility of steering is increased again after the deceleration operation is completed.

In step S213, the target steering reaction force

[0065]

(Equation 9)

Is calculated based on the characteristics shown in FIG. In FIG. 9, the steering angle limit mode uses a solid line, and the normal mode uses a broken line. As shown in the figure, in the steering angle limiting mode, the magnitude of the steering reaction force is set to increase rapidly within the range of φ <| φ0 |, so that the occupant maintains the steering direction in the neutral state. It is possible to decelerate stably while keeping the position. Further, as shown in FIG. 8 described above, since the value of φ0 decreases as the vehicle speed increases, the range of φ <| φ0 | decreases as the vehicle decelerates in a high-speed range, and receives a strong steering reaction force. Since the characteristics are obtained, deceleration from a high speed can be performed more stably.

Next, the processing for calculating the target acceleration / deceleration amount in step S300 in FIG. 3 will be described in detail with reference to the flowchart in FIG. First, in step S301, a vehicle speed Vcar, a lateral acceleration G, and a yaw angular velocity r are read as the vehicle state, as in the steering angle processing.

Next, in step S302, target acceleration / deceleration amounts (throttle opening Xt, brake stroke amount Bs) are calculated from the characteristics shown in FIG. 10 according to the input acceleration / deceleration operation amount α.

Next, in steps S303 to S310, processing for determining the acceleration / deceleration operation reaction force is performed. First,
In step S303, it is determined whether or not the steering angle restriction mode described in detail in FIG. 4 (step S206) is set,
If the operation in the steering direction is already in the steering angle limit mode, the process proceeds to step S310 without performing the subsequent processing, and if not, the process proceeds to step S304.

In step S304, it is determined whether the mode is the acceleration / deceleration limit mode. If the mode is the acceleration / deceleration limit mode, the process proceeds to step S307. If the mode is not the acceleration / deceleration limit mode, the process proceeds to step S305.

In step S305, it is determined whether or not an automatic speed control switch (not shown) has been pressed and a control for keeping the vehicle speed constant has been selected. If so, the flow advances to step S306 to set the acceleration / deceleration limit mode. After the start, the process proceeds to step S310. If the automatic speed control switch is OFF, the process proceeds to step S3.
Proceed to 10.

If it is determined in step S304 that the mode is the acceleration / deceleration limit mode and the process proceeds to step S307, it is determined whether the automatic speed control switch has been turned off.
If it is turned off, the process immediately proceeds to step S309 to cancel the acceleration / deceleration restriction mode.

If the automatic speed control switch has not been turned off in step S307, step S3
08, the acceleration / deceleration operation torque from the acceleration / deceleration operation force detection means 30

[0074]

(Equation 10)

Where

[0076]

[Equation 11]

It is determined whether or not it is smaller, and if it is smaller, the acceleration / deceleration limit mode is released. That is, the magnitude of the operation torque to the deceleration side is

[0078]

(Equation 12)

In the above case, step S31 described later is performed.
The acceleration / deceleration operation reaction force is 0

[0080]

(Equation 13)

Since the operation is performed with the torque that overcomes the reaction force on the deceleration side calculated as above, and it can be determined that the occupant has performed a sudden deceleration operation for some reason, the acceleration / deceleration restriction mode is released. Usually, when the brake is applied, the automatic speed control is also often released, so if the determination in this step is YES, the automatic speed control is also released at the same time.

In step S310, the target acceleration / deceleration operation reaction force is set.

[0083]

[Equation 14]

Is calculated based on the characteristics shown in FIG. In the figure, the broken line is the normal mode, and the solid line is the acceleration / deceleration limit mode. As shown in the figure, in the acceleration / deceleration limit mode, the reaction force on the deceleration side is rapidly increased from the neutral position. It is easy to operate in parallel to the direction, and stable steering is possible.

According to the operation of the first embodiment described above, for example, at the time of deceleration on a straight road, the steering restriction mode is such that the reaction force in the steering direction suddenly increases from the vicinity of neutral. Since the operation in the deceleration direction can be stably performed by relying on the reaction force from the lateral direction, it is possible to prevent the vehicle from wandering carelessly during deceleration and wobbling. Also, when only steering is required during automatic speed control, the reaction force characteristic makes it difficult to operate from the neutral position to the deceleration side, so that steering can be stably performed in the lateral direction near the neutral position, and sudden deceleration It is possible to prevent the automatic speed control from being released by being tilted to the side.

(Second Embodiment) Next, a second embodiment of the driving operation device for a vehicle according to the present invention will be described. FIG. 12 shows a basic configuration of the second embodiment.
It differs from the configuration of the first embodiment (see FIG. 1) only in that an acceleration / deceleration limit switch 32 and a steering angle limit switch 33 are provided on the joystick shaft 21. Therefore, only these two components will be described. I do.

The acceleration / deceleration limit switch 32 and the steering angle limit switch 33 are both installed on the joystick shaft 21. The switches are held in an ON state only while the switch is pressed, and released when released. Lock type. The acceleration / deceleration limit switch 32 and the steering angle limit switch 33 have an interlocking structure that cannot be pressed simultaneously.

Next, the operation of the second embodiment based on the configuration of FIG. 12 will be described with reference to the flowcharts of FIGS. Note that the basic operation of the second embodiment uses the flowchart of FIG. 3 described in the first embodiment as it is. However, the processing in step S200 in FIG. 3 is the same as that in step S30 in FIG.
0 corresponds to the flowchart shown in FIG.

FIG. 13 is a circuit diagram of the first embodiment shown in FIG.
Since the processing up to step S206 is the same, only different parts will be described.

In step S221, it is determined whether the steering angle limit switch 33 has been turned on from the state in which the steering angle limit switch 33 has not been pressed. If the determination is YES, the process proceeds to step S222. If the determination is NO, the normal mode is set. The process proceeds to step S213 while maintaining the state.

In step S222, it is determined whether or not the magnitude of the target steering angle | φ | is smaller than φ0. If the magnitude is smaller than φ0, the flow proceeds to step S223 to start the steering angle restriction mode, and then proceeds to step S213. Then, the process proceeds to step S213 in the normal mode. In other words, even if the steering angle limit switch 33 is ON, the safety is enhanced by not setting the mode to limit the steering angle when the steering angle is large. When the steering angle is returned to a range near neutral where | φ | <φ0 with the switch turned on, the steering angle limiting mode is started from that moment.

If it is determined in step S206 that the steering angle limit mode has already been determined and the process proceeds to step S224, it is determined whether or not the steering angle limit switch has been turned off. Release restricted mode. If the steering angle limit switch has not been turned off yet, the process proceeds to step S225, where the magnitude of the steering angle | φ |

[0093]

(Equation 15)

It is determined whether or not the steering angle is larger than the threshold value. here,

[0095]

(Equation 16)

Is a predetermined number greater than one. That is,
Regardless of the reaction force characteristic (see FIG. 9) in step S213 described later,

[0097]

[Equation 17]

When the steering is steered to a steering angle larger than double, it is determined that the occupant actively intends to steer for some reason, and even if the steering angle limiting switch is ON, the steering angle limiting mode is set. Cancel.

In step S213, as in the first embodiment, the target steering reaction force is calculated using the characteristics shown in FIG.

[0100]

(Equation 18)

And returns to the main routine.

Next, the processing for calculating the target acceleration / deceleration amount and the target acceleration / deceleration operation reaction force will be described with reference to FIG. FIG. 14 corresponds to the processing in FIG. 5 in the first embodiment, and the processing up to step S304 is the same, so only different parts will be described.

If it is determined in step S304 that the mode is not the acceleration / deceleration limit mode, it is determined in step S321 whether or not the acceleration / deceleration limit switch 32 has been switched from OFF to ON.
Proceed to 322.

In step S322, the current acceleration / deceleration operation angle α is set as the parameter α1 used in the characteristic (see FIG. 15) used for calculating the target acceleration / deceleration operation reaction force in step S327, which will be described later. Start the deceleration limit mode. α1 is the center position when the operation in the acceleration / deceleration direction is limited to a small range in the acceleration / deceleration limit mode, and the angle at the moment when the acceleration / deceleration limit switch 32 is pressed in step S322 is α1 This is for restricting the operation within a predetermined range around the position where the limit switch 32 is pressed.

In step S304, it is determined that the acceleration / deceleration limit mode has already been set. In step S324, it is determined whether the acceleration / deceleration limit switch 32 has been turned off. Then, the process proceeds to step S327, and if not turned off, the process proceeds to step S325.

In step S325, it is determined whether the acceleration / deceleration operation angle α is smaller than α1−α0. If smaller, the process proceeds to step S326 to release the acceleration / deceleration limit mode.
If not, the process proceeds to step S327 while maintaining the acceleration / deceleration limit mode. Here, FIG.
It is determined whether the operation angle α has exceeded the acceleration / deceleration limit range to the deceleration side in spite of the reaction force characteristic of, and if so, the occupant has the intention to suddenly decelerate for some reason. And release the acceleration / deceleration limit mode,
Safety is enhanced by enabling deceleration as usual.

In step S327, the acceleration / deceleration operation reaction force is determined based on the characteristics shown in FIG.

[0108]

[Equation 19]

Is calculated. In the drawing, the solid line indicates the acceleration / deceleration limit mode, and the vicinity of α1 determined in step S322 |
The reaction force characteristic is such that the amount of acceleration / deceleration is easily fixed to the operation within the range of α−α1 | <α0. Here, α0 is a positive default value.

By setting as described above, in the second embodiment, the steering angle or the acceleration / deceleration amount is limited by the input of the switch pressed by the occupant's will.
The steering angle or the acceleration / deceleration amount can be fixed at a desired timing when the occupant needs it. In addition, even if the switch is pressed, if the occupant enters an operation that exceeds the specified range, the restricted mode is released, so if the driver steers or decelerates while pressing the switch in an emergency condition, operation becomes impossible No, stable operation is possible.

[0111]

As described above in detail, according to the present invention, in a driving operation device in which steering and acceleration / deceleration operations of a vehicle are operated by one joystick lever, steering in the direction of steering or acceleration / deceleration is performed. The mechanism that temporarily limits the vehicle speed enables stable operation in driving situations where the occupant wants to perform only acceleration / deceleration or steering, such as deceleration on a straight road or automatic speed maintenance traveling on a highway. .

[Brief description of the drawings]

FIG. 1 is a diagram showing a basic configuration of a first embodiment of a vehicle driving operation device according to the present invention.

FIG. 2 is a schematic diagram illustrating a joystick mechanism according to the first embodiment.

FIG. 3 is a flowchart showing a basic operation of the first and second embodiments.

FIG. 4 is a flowchart showing an operation of the first embodiment.

FIG. 5 is a flowchart showing an operation of the first embodiment.

FIG. 6 is a characteristic diagram showing a relationship between a joystick operation amount and each control amount according to the first embodiment.

FIG. 7 is a characteristic diagram illustrating a relationship between a joystick operation amount and each control amount according to the first embodiment.

FIG. 8 is a characteristic diagram showing a relationship between a joystick operation amount and each control amount in the first embodiment.

FIG. 9 is a characteristic diagram illustrating a relationship between a joystick operation amount and each control amount according to the first embodiment.

FIG. 10 is a characteristic diagram showing a relationship between a joystick operation amount and each control amount in the first embodiment.

FIG. 11 is a characteristic diagram showing a relationship between a joystick operation amount and each control amount in the first embodiment.

FIG. 12 is a diagram showing a basic configuration of a second embodiment of the driving operation device for a vehicle according to the present invention.

FIG. 13 is a flowchart showing an operation of the second embodiment.

FIG. 14 is a flowchart showing an operation of the second embodiment.

FIG. 15 is a characteristic diagram showing a relationship between a joystick acceleration / deceleration operation amount and an acceleration / deceleration operation reaction force in the second embodiment.

[Explanation of symbols]

 REFERENCE SIGNS LIST 1 control means 2 steering drive means 3 joystick 4 accelerator drive means 5 brake drive means 6 acceleration / deceleration operation amount detection means 7 acceleration / deceleration operation reaction force generation means 8 steering amount detection means 9 steering reaction force generation means 10 vehicle speed detection means 11 wheel speed Detecting means 12 lateral acceleration detecting means 13 yaw angular velocity detecting means 14 pinion gear 15 tie rod 16, 17 knuckle arm 18, 19 kingpin 20 gripping part 21 joystick shaft 22 acceleration / deceleration direction operation axis 23 steering direction operation axis 24, 25 slot 26 addition Deceleration reaction force generation motor 27 Acceleration / deceleration axis deceleration mechanism 28 Steering reaction force generation motor 29 Steering axis deceleration mechanism 30 Acceleration / deceleration operation force detection means 31 Steering force detection means 32 Acceleration / deceleration limit switch 33 Steering angle limit switch

Claims (5)

[Claims] 1. A joystick capable of pivoting in two independent rotation directions within a predetermined range angle, an operation amount detecting means for detecting an operation amount of a driver with respect to the joystick, a vehicle speed, a lateral acceleration, a yaw angular speed, and the like. A vehicle driving state detecting means for detecting a driving state of the vehicle, and a driving force of the vehicle according to an operation amount detected by the operation amount detecting means and a vehicle state detected by the vehicle driving state detecting means A driving operation device including a generation unit, a braking force generation unit, and a control unit that outputs a command value to a steering mechanism, comprising: a rotation restriction unit that restricts rotation in any one of the rotation directions; When the restriction of the rotation direction is started by the means, according to an input value in the rotation direction that is not restricted, a correction unit that corrects the input value in the rotation direction on the restricted side is provided. Automobile driving operation apparatus that. 2. The driving operation device for a vehicle according to claim 1, wherein a vehicle state detected by the vehicle running state detection means and a rotation limit start determination value calculated according to an operation input value of the joystick are determined. If it exceeds the default value,
A driving operation device for a vehicle, wherein rotation restriction by the rotation restriction means is started. 3. The driving operation device for a vehicle according to claim 1, wherein when a switch provided on the joystick or the instrument panel is pressed by an occupant,
A driving operation device for a vehicle, wherein rotation restriction by the rotation restriction means is started. 4. The driving operation device for a vehicle according to claim 1, wherein the rotation restricting means includes:
An electric motor that gives a torque of a magnitude corresponding to a command value from the control means, a vehicle state detected by the vehicle running state detection means, and a rotation direction input value in which the rotation of the joystick is not restricted. A driving operation device for a vehicle, wherein the characteristic of a control command to the electric motor is changed according to the following. 5. The driving operation device for a vehicle according to claim 1, wherein after the restriction by the rotation restriction unit is started, the operation force detection unit detects an occupant's operation force in the restricted rotation direction. When the value exceeds a predetermined value corresponding to a vehicle state detected by the vehicle traveling state detecting means, the restriction by the rotation restricting means is released.