JP2002120636A - Vehicle for physically handicapped person - Google Patents

Abstract

PROBLEM TO BE SOLVED: To freely connect an operation lever to an operation force transmitting mechanism irrespective of arrangement thereof to enhance a degree of freedom for design, and to transmit swing operation force of the operation lever surely to an input side of the operation force transmitting mechanism. SOLUTION: In this vehicle 10 for a physically handicapped person, the swing operation force of the operation lever 21 operated manually by a driver seated on a cab 13 is transmitted to a brake pedal 100 via the braking operation force transmitting mechanism 90 when the lever 21 is swing-operated. One end part in each of two wire cables 71, 71 is connected to the operation lever 21, the other end parts of the wire cables 71, 71 are connected collectively in one lot by an equalizer mechanism 23 so as to balance pulling forces of the two wire cables 71, 71, and the equalizer mechanism 23 is connected to an input shaft 94 of the braking operation force transmitting mechanism 90.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle for a physically handicapped person who can drive a mass-produced automobile.

[0002]

2. Description of the Related Art In recent years, development of a dedicated vehicle for the physically handicapped, which can be driven by a physically handicapped person, has been advanced. However, such a dedicated vehicle has a small mass production effect, and is therefore more expensive than a normal mass production vehicle. Therefore, development of a vehicle for a physically handicapped person, which is a modification of an existing mass-produced vehicle so that the physically handicapped person can drive, is also progressing. As this kind of vehicle for the physically handicapped, for example, Japanese Unexamined Patent Publication No. 9-39600, “Vehicle for the physically handicapped” (hereinafter referred to as “prior art”) is known. Hereinafter, this conventional technique will be described.

FIG. 10 is an explanatory diagram created based on FIGS. 1 and 2 of JP-A-9-39600. In addition, the names and reference numerals of the respective constituent elements were appropriately changed. A conventional vehicle 300 for the physically handicapped is provided with a floor 302 in a passenger compartment 301.
, A console box 305 is extended back and forth between a driver seat 303 and a passenger seat 304, and an operation lever 307 is attached to the console box 305 so that the operation lever 307 can swing back and forth with a support shaft 306. The lever portion 314 of the accelerator pedal 313 is connected via a wire member 312. When the driver sitting in the driver's seat 303 manually operates the operation lever 307 to the rear Rr (pull operation),
The operation force can be transmitted to the accelerator pedal 313 via the accelerator operation force transmission mechanism 311.

Further, in the vehicle 300 for the physically handicapped, a brake operating force assist mechanism 322 is connected to an operating lever 307 via a support shaft 306 and a link mechanism 321, and an output shaft 323 of the brake operating force assist mechanism 322 is connected to a crank 324. Are integrally provided, and the lever 327 of the brake pedal 326 is pressed by the pressing portion 325 at the tip of the crank portion 324.
Is pressed. A combination structure of the support shaft 306, the link mechanism 321, the brake operating force assist mechanism 322, and the crank part 324 forms a brake operating force transmitting mechanism 328. When the operation lever 307 is manually operated (pressed) to the front Fr, the operation force can be transmitted to the brake pedal 326 via the brake operation force transmission mechanism 328. Thus, the driver sitting in the driver's seat 303 can perform the accelerator operation and the brake operation with the manual operation force. 329 is an assist motor.

[0005]

In the above prior art, a brake operating force assist mechanism 328 is connected to an operating lever 307 via a link mechanism 321. Therefore, depending on the arrangement of the operation lever 307 and the brake operation force assist mechanism 328, the link mechanism 321 may interfere with other members in the vehicle compartment. In this case, the link mechanism 3
21 is limited. For these reasons, there is a limit in increasing the degree of freedom in design. Therefore, the brake operating force assist mechanism 32 is connected to the operating lever 307 with a wire.
8 may be connected. Even in the case of connecting with a wire, it is required that the operating force can be transmitted reliably as in the case of connecting with the link mechanism 321.

Accordingly, an object of the present invention is to (1) irrespective of the arrangement of the operating lever and the operating force transmitting mechanism, the two can be freely connected to each other to increase the degree of freedom of design, and It is an object of the present invention to provide a technique capable of more reliably transmitting the swing operation force to the input side of the operation force transmission mechanism.

[0007]

According to one aspect of the present invention, when a driver sitting in a driver's seat swings an operating lever that can be manually operated, the swing operating force is controlled. In a vehicle for the physically handicapped, which transmits power to a brake pedal or an accelerator pedal via a force transmission mechanism, one end of two wire cables is connected to an operation lever, and the other end of these wire cables is connected to two. The equalizing mechanism is connected together by an equalizer mechanism so that the pulling forces of the wire cables are balanced, and this equalizer mechanism is connected to the input side of the operating force transmitting mechanism.

Regardless of the arrangement of the operating lever and the operating force transmitting mechanism, the wire cable can be freely routed to connect the operating lever and the input side of the operating force transmitting mechanism. The swing operation force of the operation lever can be evenly distributed to the two wire cables and transmitted to the input side of the operation force transmission mechanism. Because it is a two wire cable,
The durability is increased as compared with only one wire cable. Furthermore, even if there is an installation error or play of the two wire cables, the error or play is absorbed by balancing the pulling force of the two wire cables by the equalizer mechanism.
Furthermore, even when one of the two wire cables is cut off, the swing operation force can be transmitted to the operation force transmission mechanism by the other one by supplementing with the equalizer mechanism.

[0009]

Embodiments of the present invention will be described below with reference to the accompanying drawings. Note that "before", "after",
“Left”, “right”, “up”, and “down” follow directions seen from the driver. Also, the drawings should be viewed in the direction of reference numerals. FIG. 1 is a perspective view of a front portion of a cabin of a vehicle for the physically handicapped according to the present invention. The vehicle 10 for the physically handicapped is an engine-driven vehicle that can be driven by the physically handicapped by modifying an existing mass-produced vehicle, and has the following configurations (1) to (3). (1) The vehicle body 11 is provided with the operation mechanism 20 including the operation lever 21, and the grip 54 at the tip of the operation lever 21 is arranged near the steering handle 15, so that the driver sitting on the driver's seat 13 can operate the operation lever 21. That it can be operated manually. (2) When the operating lever 21 is operated to swing to one side, the swing operating force is transmitted to the accelerator operating force transmitting mechanism 30.
Through to the accelerator pedal 40. (3) When the operating lever 21 is swung to the other side, the swing operating force is transmitted to the brake operating force transmitting mechanism 90.
Through the brake pedal 100 to the brake pedal 100.

The operating mechanism 20 has an operating lever 21 directly connected to an accelerator operating force transmitting mechanism 30, and an operating lever 21 connected to a brake operating force transmitting mechanism 90 via a wire transmitting mechanism 22. Wire transmission mechanism 2
2 designates two wire cables 71, 7
1 at one end, and these wire cables 71, 7
The other ends of the two wire cables 71 are connected together by an equalizer mechanism 23 so that the pulling forces of the two wire cables 71 are balanced, and the equalizer mechanism 23 is connected to the input side of the brake operating force transmission mechanism 90. By doing, the operation lever 21
The swing operation force is combined into one by the equalizer mechanism 23 via the two wire cables 71, 71 and transmitted to the input side of the brake operation force transmission mechanism 90.

Specifically, the wire transmission mechanism 22 includes two wire cables 7 having one end connected to the operation lever 21.
1, 71, a connecting member 74 connecting the other end portions of these wire cables 71, 71 into one, an intermediate connecting member 76 connected to the collecting member 74, and an intermediate connecting member 76.
And a swing lever 78 which is swingably attached to the input shaft 94 of the brake operating force transmission mechanism 90. The collecting member 74 and the intermediate connecting member 76 are constituent members of the equalizer mechanism 23. 82, 82 are outer tube end mounting stays.

The operating lever 21 activates the accelerator operating force transmitting mechanism 30 when the lever 53 is swinging backward (pulling toward the driver's hand) and swings the lever 53 forward (pushing). 2), the two wire cables 71, 71 are pulled to operate the brake operating force transmission mechanism 90.

The accelerator operating force transmitting mechanism 30 comprises a wire cable 31 connecting the operating lever 21 and a lever portion 43 of an accelerator pedal 40. Wire cable 3
1 includes an inner wire 32 that connects the operation lever 21 and the upper end of the lever portion 43, and an outer tube 33 that covers the inner wire 32. 34 is an outer tube end mounting stay.

The accelerator pedal 40 is provided in an existing mass-produced vehicle. The accelerator pedal 40 is disposed in the passenger compartment 12 in front of the driver's seat 13 and near the floor 14 to operate an engine throttle valve (not shown). Typical pedal. Such an accelerator pedal 40 includes an accelerator bracket 41 attached to the vehicle body 11 and a support shaft 4 attached to the accelerator bracket 41.
Lever part 4 attached to the middle part so that it can swing back and forth in 2
3 and a pedal section 44 attached to the lower end of the lever section 43. By pulling the inner wire 32 of the accelerator operating force transmission mechanism 30, the lever 43 can be swung clockwise in the drawing. The clockwise swing of the lever 43 is a movement of the accelerator pedal 40 in the stepping direction.

The brake operating force transmitting mechanism 90 has a power assist mechanism 91 interposed in the middle thereof.
Thus, auxiliary power is added to the swing operation force of the operation lever 21. Specifically, the assist mechanism 91 generates auxiliary power from the electric motor 92 in accordance with the swing operation force of the operation lever 21 and adds the auxiliary power to the swing operation force. Such an assist mechanism 91 uses a power assist mechanism of an electric power steering device for a vehicle. A control unit 93 controls the electric motor 92 according to the swing operation force.

Such a brake operating force transmitting mechanism 90
Is mounted with a swing lever 78 on the input shaft 94 and a brake operation arm 95 on the output side.
Of the floor 14 near the driver's footrest,
It is attached to the vehicle body 11 by a lower bracket 97 and an upper bracket 98. The swing direction of the brake operation arm 95 on the output side is the same as the swing direction of the swing lever 78 attached to the input shaft 94.

The brake pedal 100 is provided in an existing mass-produced vehicle. The brake pedal 100 is disposed in the passenger compartment 12 in front of the driver's seat 13 and near the floor 14 to operate a general brake (not shown). It is. Such a brake pedal 100 includes a brake bracket 101 mounted on the vehicle body 11 and a lever portion 103 mounted on the brake bracket 101 so that the upper end of the brake bracket 101 can swing back and forth.
And a pedal portion 104 attached to a lower end portion of the lever portion 103.
Consists of

The brake operation arm 95 is formed by extending a pressing bar 96 at the tip to the front of the lever portion 103 of the brake pedal 100 (to the right in the figure). Swing lever 78
Of the brake operation arm 95 also swings counterclockwise in the figure,
The lever 103 can be pushed to swing clockwise in FIG. The clockwise swing of the lever 103 is a movement of the brake pedal 100 in the stepping direction.

FIG. 2 is a rear view of the front part of the cabin of the vehicle for the physically handicapped according to the present invention, and shows the structure of the front part of the cabin 12 as viewed from the driver. Since the vehicle 10 for the physically handicapped is a right-hand drive type vehicle, the operation lever 21 is disposed on the left side of the steering handle 15 in order to enhance maneuverability. A specific mounting structure of the operation lever 21 is such that a rod-shaped support member 17 extending in the vehicle width direction to support the steering column 16 is mounted on a front portion of the vehicle body (body frame) 11. , And a round bar-shaped lever support 19 extending in the vehicle width direction from the tip of the stay 18 to the lever support 1.
9, the operation lever 21 is slidably and rotatably mounted so that the position and the mounting posture of the operation lever 21 in the vehicle width direction can be arbitrarily adjusted. The steering column 16 incorporates a steering shaft assembly (not shown) to which the steering handle 15 is attached.

FIG. 3 is a sectional view of the operation lever according to the present invention. The operation lever 21 includes a horizontally extending support shaft 51,
Disk-shaped operation panel 52 rotatably mounted on support shaft 51
And a lever portion 5 extending radially outward from the outer peripheral portion of the operation panel 52.
3, a grip 54 attached to the tip of the lever 53,
A disk-shaped driven plate for an accelerator (first rotating body) rotatably mounted on the support shaft 51 adjacent to one surface of the operation panel 52.
55 and a support shaft 51 adjacent to the other surface of the operation panel 52.
Disk-shaped driven plate for brake (rotary
(Rotating body) 56, a lever case 57 containing the support shaft 51, the operation panel 52, the accelerator driven plate 55 and the brake driven plate 56, and left and right lids 58, 58 covering both ends of the lever case 57. Consists of

The operation panel 52 has two operating pins 61 parallel to the support shaft 51 (only one is shown in this figure; the same applies hereinafter).
And the both ends of these operating pins 61 are projected toward the side surface 55a of the accelerator driven plate 55 and the side surface 56a of the brake driven plate 56. Lever part 53
When the user swings back and forth (in the front and back directions in this figure), the operation panel 52 rotates in the same direction, and as a result, the two operating pins 61 swing in the same direction. Driven plate 5 for accelerator
5 has two long grooves 55 on a side face 55a in contact with the operation panel 52.
b is formed. The brake driven plate 56 has two long grooves 56b formed on a side surface 56a in contact with the operation panel 52. 62, 62, 62 are bushes, 63,
63 is a spacer.

FIG. 4 is a sectional view taken along line 4-4 of FIG. The accelerator driven plate 55 has a single wire groove 55c on the outer peripheral portion.
In addition, a wire hooking portion 55d is formed and a spring housing groove 55e is formed. Two operating pins 6
Reference numerals 1 and 61 denote members arranged symmetrically about the support shaft 51. Also, two long grooves 55b, 55 indicated by imaginary lines
b is an arc-shaped groove symmetrically arranged about the support shaft 51.

The long grooves 55b, 55b
Is operated in the rear direction Rr (pulling operation toward the driver's hand side), the two operating pins 61, 61 that have swung in the same direction Rr, and one end 55g in the longitudinal direction.
Are arranged to be pressed. Accordingly, the accelerator driven plate 55 is moved in the swing direction R of the operating pins 61, 61.
Turn to r. On the other hand, when the operating pins 61, 61 are swung in the opposite direction, the operating pins 61, 61
It only moves within 55b. Accordingly, the accelerator driven plate 55 remains stopped.

The wire groove 55c winds the inner wire 32 of the accelerator operating force transmission mechanism 30 and has one end 3
2a is hooked on the wire hooking portion 55d. The winding direction of the inner wire 32 is a direction that is pulled by the accelerator driven plate 55 when the accelerator driven plate 55 rotates in the rotation direction Rr.

The spring storage groove 55e is a groove for storing a return spring 64 formed of a compression spring. The return spring 64 includes a spring receiving protrusion 57a in the lever case 57 and a longitudinal end 55 of the spring housing groove 55e.
f, the accelerator driven plate 55
Are resiliently held so as to be maintained at the neutral position shown in FIG. The accelerator driven plate 55 includes a neutral position maintaining stopper 55h. The stopper portion 55h is a convex portion that abuts against the spring receiving convex portion 57a so that the accelerator driven plate 55 does not rotate counterclockwise (in the direction opposite to the arrow Rr) from the neutral position shown in FIG. Since the end portions 55g, 55g of the long grooves 55b, 55b push the operating pins 61, 61,
The lever 53 can also automatically return to the neutral position. 65 is an outer tube end mounting stay.

FIG. 5 is a sectional view taken along line 5-5 of FIG. The brake driven plate 56 has two wire grooves 56c in the outer peripheral portion.
(Only one is shown in this figure; the same applies hereinafter.) In addition, the wire hooking portions 56d, 56d are formed side by side in the front and back of the figure, and the spring housing groove 56e is formed.

The two long grooves 56b, 56b indicated by broken lines are arc-shaped grooves symmetrically arranged about the support shaft 51. The long grooves 56b, 56b allow the lever portion 53 to
r when the swing operation (push operation) is performed in the same direction Fr
The two operating pins 61, 61 that have been swung in the vertical direction, are arranged so that the one ends 56g, 56g in the longitudinal direction are pushed. Accordingly, the driven plate 56 for the brake is
It turns in the swing direction Fr of 1,61. On the other hand, the operating pin 6
When the first member 61 is swung in the opposite direction, the operating pins 61 only move within the long grooves 56b. Accordingly, the brake driven plate 56 maintains the stopped state.

The wire groove 56c has two wire cables 7
One inner wire 72 is wound, and one end 72a thereof is hooked on each wire hook 56d. The winding direction of the inner wire 72 is a direction pulled by the brake driven plate 56 when the brake driven plate 56 rotates in the rotation direction Fr. Inner wire 72
Is covered with an outer tube 73.

The spring storage groove 56e is a groove for storing a return spring 66 formed of a compression spring. The return spring 66 includes a spring receiving protrusion 57b in the lever case 57 and a longitudinal end 56 of the spring housing groove 56e.
f, the driven plate 56 for the brake
Are resiliently held so as to be maintained at the neutral position shown in FIG. The brake driven plate 56 includes a neutral position maintaining stopper 56h. The stopper portion 56h is a projection that abuts against the spring receiving projection 57b so that the brake driven platen 56 does not rotate clockwise (in the direction opposite to the arrow Fr) from the neutral position shown in this drawing. Since the end portions 56g, 56g of the long grooves 56b, 56b push the operating pins 61, 61, the lever portion 53 can also automatically return to the neutral position. 67 is an outer tube end mounting stay.

Next, the operation of the operation lever 21 will be described with reference to FIGS. In FIG. 4 described above, the lever 53
Operation panel 52 by swinging to the rear Rr (see FIG. 3).
Are turned in the same direction Rr, the operating pins 61, 61
r to the ends 55g, 5 of the long grooves 55b, 55b.
Press 5g. Therefore, the accelerator driven plate 55 rotates in the swing direction Rr of the operating pins 61, 61, and the inner wire 3
Subtract 2. Thereafter, when the lever 53 is released, the driven plate 55 for the accelerator rotates in the reverse direction and automatically returns to the neutral position by the elastic force of the return spring 64. As a result, the inner wire 32 returns to its original state. In addition, the long groove 55b,
Since the ends 55g, 55g of 55b push the operating pins 61, 61, the operation panel 52 (see FIG. 4) and the lever 53 automatically return to the neutral position.

In FIG. 5, the lever 53 is moved forward F
When the operation panel 52 (see FIG. 3) is turned in the same direction Fr by swinging to the direction r, the operating pins 61, 61 swing in the same direction Fr and push the ends 56g, 56g of the long grooves 56b, 56b. Therefore, the brake driven plate 56 includes the operating pins 61 and 6.
The inner wire 72 is pulled in the first swing direction Fr. Thereafter, when the lever 53 is released, the brake driven plate 56 rotates in the reverse direction and automatically returns to the neutral position by the elastic force of the return spring 66. As a result, the inner wire 72 returns to its original state. Also, the end portions 56g, 56g of the long grooves 56b, 56b push the operating pins 61, 61,
The operation panel 52 (see FIG. 3) and the lever 53 automatically return to the neutral position.

FIG. 6 is an exploded view of the wire transmission mechanism according to the present invention, showing the relationship between the members of the wire transmission mechanism 22.
The gathering member 74 is an elongated member.
4a are formed with wire hooking portions 74b, 74b provided on both left and right sides of 4a. Further, the concentrating member 74 has a concave portion 74d (including a through hole) orthogonal to the connecting pin hole 74a at the longitudinal center and on the longitudinal side surface 74c, and the two rod-shaped stoppers 75 standing in the concave portion 74d. , 75
Is provided. These stoppers 75, 75
These members are arranged on the left and right sides of the connecting member 74 in the longitudinal direction with the connecting pin hole 74a as the center. Wire hooking portion 74b,
74b is a groove for hooking the other end portions 72b, 72b of the inner wires 72, 72 of the wire cables 71, 71. Thus, the two wire cables 7
1, 71 can be combined into one.

The intermediate connecting member 76 is inserted into the concave portion 74d of the collecting member 74, and is connected to the collecting member 74 by a connecting pin 77 penetrating the connecting pin hole 74a so as to be able to swing left and right in a plan view. And the first connecting portion 76a
And a second connecting portion 76b that is bifurcated in plan view.

The swing lever 78 includes a hub 78a attached to the input shaft 94, and an actuated lever 78b extending radially outward from the hub 78a. The hub 78a has a serrated portion 78c formed on the inner peripheral surface and a slit 78d cut radially. While the hub 78a is serrated and connected to the input shaft 94,
The swing lever 78 can be securely fixed to the input shaft 94 by tightening the slit 78 d with the tightening bolt 79. The operated lever portion 78b is connected to the second connecting portion 76b of the intermediate connecting member 76 by a connecting pin 81 so as to be able to swing up and down. Equalizer mechanism 2
3 is a combination of the assembling member 74 and the stopper 7 as described above.
5, 75, an intermediate connecting member 76, a connecting pin 77 and a connecting pin 81.

Next, the operation of the operation mechanism 20 having the above configuration will be described with reference to FIGS. FIG. 7 is an operation diagram (1) of the operation mechanism according to the present invention. The operating mechanism 20 includes a swing lever 7 on the input shaft 94 of the brake operating force transmitting mechanism 90.
8 and the operated lever portion 78 of the swing lever 78
b, the second connecting portion 76b of the intermediate connecting member 76 is connected so as to be able to swing up and down and the swing in the horizontal direction is regulated,
The central longitudinal portion of the gathering member 74 is connected to the first connecting portion 76a of the intermediate connecting member 76 so as to be able to swing in the horizontal direction and the vertical swing is restricted. Further, in a state where the gathering member 74 is connected to the first connecting portion 76a by the connecting pin 77, gaps S1 and S1 are provided between the side surface of the first connecting portion 76a and the two left and right stoppers 75 and 75. . For this reason, the gathering member 74 can swing by a predetermined angle until the stoppers 75, 75 contact the first connecting portion 76a. Therefore, the operating mechanism 20 is provided with the brake operating force transmitting mechanism 9.
This means that the central portion of the gathering member 74 is connected to the zero input side so as to be swingable by a predetermined angle.

When the operation panel 52 is turned in the same direction Fr by swinging the lever portion 53 forward Fr, the brake driven plate 56 also turns in the same direction Fr, and the two inner wires 72 and 7 are rotated.
Subtract 2. The inner wires 72 pull the intermediate connecting member 76 via the collecting member 74. As a result, the swing lever 78 swings counterclockwise in the figure to rotate the input shaft 94 of the brake operating force transmission mechanism 90. Thus, the brake operation can be performed by the brake operation force transmission mechanism 90. Thereafter, when the lever 53 is released, the brake driven plate 56 rotates in the reverse direction and automatically returns to the neutral position, so that the inner wires 72 return to the original position. As a result, the input shaft 94 automatically returns to the neutral state.

FIG. 8 is an operation diagram (No. 2) of the operation mechanism according to the present invention, and shows a case where there is an installation error or play of the two wire cables 71, 71. In this case, the error and the play are absorbed by the swing movement of the gathering member 74 by the mounting error and the play. 7, the lever 53 is swinged forward Fr, the intermediate connecting member 76 is pulled via the inner wires 72, 72 and the gathering member 74, and the input shaft 94 is moved by the swing lever 78.
Can be turned.

FIG. 9 is an operation diagram (part 3) of the operation mechanism according to the present invention, showing a case where one inner wire 72 of two wire cables 71, 71 is broken. The gathering member 74 can swing by a predetermined angle α until the stopper 75 contacts the first connecting portion 76a. Lever part 53
Is operated to swing forward Fr, the other inner wire 72 pulls the gathering member 74. However, the collecting member 74 swings only at the predetermined angle α, and pulls the intermediate connecting member 76 in a state of being inclined against the stopper 75. As a result, the swing lever 78 swings counterclockwise in the figure to rotate the input shaft 94 of the brake operating force transmission mechanism 90. Thus, the brake operation can be performed by the brake operation force transmission mechanism 90. Thus, the swing operation force can be transmitted to the brake operation force transmission mechanism 90 by the other one wire cable 71. Therefore, the operation force of the operation lever 21 can be transmitted to the brake operation force transmission mechanism 90 more reliably.

The above description can be summarized as follows.
Is integrated by the equalizer mechanism 23 via the two wire cables 71, 71, so that the swing operation force of the operating lever 21 is equally distributed to the two wire cables 71, 71. , Can be transmitted to the input side of the brake operating force transmission mechanism 90. Since there are two wire cables 71, 71, one wire cable 7
The durability is increased as compared with 1,71 alone. Moreover, even if there is an installation error or play of the two wire cables 71, 71, the equalizer mechanism 23 can absorb the error and play by balancing the pulling force of the two wire cables 71, 71. .

Further, two wire cables 71,
Even when one of the 71s is cut, the swing operation force can be transmitted to the brake operation force transmission mechanism 90 by the other one by supplementing with the equalizer mechanism 23. Therefore, the operation force of the operation lever 21 can be transmitted to the brake operation force transmission mechanism 90 more reliably.

In the embodiment of the present invention,
The swing operation force of the operation lever 21 is transmitted to the wire transmission mechanism 22.
May be transmitted to the accelerator pedal 40 via the.

[0042]

According to the present invention, the following effects are exhibited by the above configuration. According to a first aspect of the present invention, one ends of the two wire cables are connected to the operation lever, and the other ends of these wire cables are united by an equalizer mechanism so that the pulling forces of the two wire cables are balanced. Since the equalizer mechanism is connected to the input side of the operating force transmitting mechanism, regardless of the arrangement of the operating lever and the operating force transmitting mechanism, the wire cable can be freely routed to connect the operating lever and the input side of the operating force transmitting mechanism. Can be connected. Moreover, the wire cable does not interfere with other members in the vehicle cabin. Therefore, the degree of freedom in design can be increased.

Further, since the swing operation force of the operation lever is combined into one by the equalizer mechanism via the two wire cables, the swing operation force of the operation lever is evenly distributed to the two wire cables. , Can be transmitted to the input side of the operating force transmission mechanism. Since two wire cables are used, the durability is increased as compared with only one wire cable. In addition, even if there is an installation error or play of the two wire cables, the error and play can be absorbed by balancing the pulling force of the two wire cables by the equalizer mechanism. Furthermore, even when one of the two wire cables is broken, the swing operation force can be transmitted to the operation force transmission mechanism by the other one by supplementing with the equalizer mechanism. Therefore, the operation force of the operation lever can be transmitted to the operation force transmission mechanism more reliably. As described above, the swing operation force of the operation lever can be more reliably transmitted to the input side of the operation force transmission mechanism.

[Brief description of the drawings]

FIG. 1 is a perspective view of a front portion of a passenger compartment of a vehicle for a physically handicapped person according to the present invention.

FIG. 2 is a rear view of the front part of the passenger compartment of the vehicle for the physically handicapped according to the present invention.

FIG. 3 is a sectional view of an operation lever according to the present invention.

FIG. 4 is a sectional view taken along line 4-4 in FIG. 3;

FIG. 5 is a sectional view taken along line 5-5 of FIG. 3;

FIG. 6 is an exploded view of the wire transmission mechanism according to the present invention.

FIG. 7 is an operation diagram (part 1) of the operation mechanism according to the present invention.

FIG. 8 is an operation diagram (part 2) of the operation mechanism according to the present invention.

FIG. 9 is an operation view of an operation mechanism according to the present invention (part 3).

10 and FIG. 2 of JP-A-9-39600.
Illustration created based on

[Explanation of symbols]

10: Vehicle for the physically handicapped, 13: Driver's seat, 21: Operation lever, 22: Wire transmission mechanism, 23: Equalizer mechanism,
40 ... accelerator pedal, 71 ... wire cable, 74 ...
Gathering member, 90: operating force transmitting mechanism (brake operating force transmitting mechanism), 94: input side of operating force transmitting mechanism, 100: brake pedal.

 ────────────────────────────────────────────────── ─── Continued on the front page (72) Inventor Yoshiyuki Kato 1-4-1 Chuo, Wako-shi, Saitama F-term in Honda R & D Co., Ltd. (Reference) 3D037 EA01 EA05 EA06 EA07 EB02 EB03 EB12 EB16 EB25 EC07 3J070 AA03 BA27 BA66 CC24 CE10 DA01

Claims (1)

[Claims] When a driver sitting in a driver's seat swings an operation lever that can be manually operated, the swing operation force is transmitted to a brake pedal or an accelerator pedal via an operation force transmission mechanism. In the vehicle for the physically handicapped, one end of two wire cables is connected to the operation lever, and the other end of these wire cables is connected by an equalizer mechanism so that the pulling forces of the two wire cables are balanced.
A vehicle for the physically handicapped, wherein the equalizer mechanism is connected to an input side of the operation force transmission mechanism.