JP2002229656A - Driving device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a driving device for a vehicle capable of quickly changing speed in the forward traveling direction in response to the will of a driver by using a joy stick. SOLUTION: This driving device A for a vehicle is provided with the joy stick 1 provided near a drive's seat and having at least a steering element for steering the vehicle. The joy stick 1 also has a speed change element for changing speed in the forward traveling direction of the vehicle.

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 vehicle that at least steers by operating a joystick, and more particularly to a driving device for a vehicle that can also perform forward shifting of a vehicle by operating a joystick. .

[0002]

2. Description of the Related Art An operation system for operating a driver is separated from a braking system, a driving system, and a steering system for operating a vehicle, and the operation system is controlled by a CBW (Control By Wire) control. Driving operation devices that are electrically linked to a drive system and a steering system have been developed. This driving operation device includes a joystick as an operation system, and sets a brake fluid pressure amount of a braking system, a throttle amount of a driving system, and a steering amount of a steering system based on an operation amount of the joystick, and sets a driving state of the vehicle. Control. For example, the throttle amount is set based on the forward operation amount of the joystick, the brake fluid pressure amount is set based on the rearward operation amount, and the steering amount is set based on the left / right operation amount. . further,
This driving operation device includes a reaction force motor in an operation system, and applies a reaction force to the driver via the joystick by the reaction force motor during operation of the joystick by the driver, thereby changing the driving state of the vehicle to the joystick. To reflect.

[0003] Further, among the driving operation devices, there is a device which can perform a shift operation for shifting the vehicle forward and backward using a joystick. For example, Japanese Patent Laying-Open No. 10-121997 discloses a vertical motion control device for an automobile equipped with a joystick capable of selecting a forward running mode and a steering mode and performing an acceleration / deceleration operation of a vertical motion of the vehicle. The joystick includes a button for selecting a forward traveling mode and a steering mode, and has a structure that can be operated in two directions. When the forward traveling mode is selected by the joystick, the operation of the joystick in one operation direction accelerates the vehicle, and the operation in the other operation direction decelerates the vehicle. When the steering mode is selected by the joystick, the vehicle moves forward by operating the joystick in one operation direction, and moves backward by operating the joystick in the other operation direction.

[0004]

However, the shifting operation in a vehicle equipped with a conventional driving operation device is performed manually or manually.
In the case of a transmission (hereinafter abbreviated as MT), the shift gear is switched by a shift lever, and in the case of an automatic transmission (hereinafter abbreviated as AT), the range position is switched by a selector lever. Therefore, when switching the transmission gear or the range position while operating the steering system or the like with the joystick, the driver must manually operate a shift lever or a selector lever different from the joystick. Therefore, when the driver frequently switches between forward and reverse shifts such as entering the garage or turning back, or wants to apply an engine brake such as a winding road, the driver operates the steering system and the like with the joystick and also operates the shift lever with the shift lever. The range position must be switched by a transmission gear or a selector lever. However, in a conventional driving operation device, in the case of a vehicle configured to operate the joystick and another lever with one hand, it is necessary to change the joystick and another lever, and in the case of a vehicle configured to operate with both hands. Must perform different operations with his left and right hands. Therefore, the driver needs a very troublesome operation and cannot perform a quick operation.

Further, in the above-described longitudinal motion control apparatus for a vehicle, a shift operation for switching between forward and reverse shifts can be performed by a joystick, but a shift gear or a range position in a forward direction cannot be switched by the joystick. . Therefore, when the driver wants to apply the engine brake or perform rapid acceleration, the driver has to switch the forward gear or the range position by using a lever or the like other than the joystick. Therefore, it is not possible to switch the transmission gear or the range position at a timing desired by the driver, and it is not possible to perform vibrant acceleration or deceleration due to the shift.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a driving operation device for a vehicle which can perform a forward shift according to a driver's intention using a joystick.

[0007]

According to a first aspect of the present invention, there is provided a vehicle driving operation device including a joystick provided near a driver's seat and having at least a turning operation element for turning the vehicle. A driving operation device for a vehicle, wherein the joystick also includes a speed change operation element for performing a speed change in a forward direction of the vehicle.

According to the driving operation device for a vehicle, the steering operation can be performed by the joystick, and the speed change operation in the forward direction can be performed by the joystick. Therefore, the driver can perform a quick shift operation without releasing his / her hand from the joystick, and can perform quick acceleration and deceleration according to the driver's intention.

The speed change in the forward direction is 1 in the case of an MT vehicle.
A change of gears in the forward direction of the vehicle, such as a high gear, a second gear, a third gear, a fourth gear,.
In the case of a car, this means switching of a range in the forward direction of the vehicle such as a drive range, a second speed range, and a first speed range.

[0010]

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a perspective view of a driving operation device for a vehicle according to the present invention.

The driving operation device for a vehicle according to the present invention can perform at least the steering operation and the speed change operation in the forward direction of the vehicle with the same joystick. This driving operation device for a vehicle is applicable irrespective of the shift configuration of an AT car, an MT car, a semi-AT car or the like. The acceleration / deceleration operation may be performed using this joystick, or may be performed using a brake pedal, a throttle pedal, or the like provided in a conventional vehicle. In addition, the speed change operation in a direction other than the forward direction (reverse, parking, neutral, etc.) may be performed with this joystick, or may be performed with another lever or button.

In this embodiment, a vehicle driving operation device according to the present invention controls acceleration / deceleration and steering of a vehicle via an actuator in accordance with an operation force on a joystick, and switches a range for shifting the vehicle. It is applied to the driving operation device that controls. For this purpose, this driving operation device is provided with a joystick, a forward operation force to the joystick is used as a throttle operation force, a rear operation force is used as a brake operation force, a left-right operation force is used as a steering operation force, and a left-right rotation is used. The operation force in the direction is defined as the range switching operation force. Further, this operation device includes a brake actuator for changing a brake fluid pressure, a throttle actuator for changing a throttle opening, and a steering motor for moving a position of a rack shaft as a steering actuator, and switches a range. Command signal is transmitted to the AT control device. In this embodiment, the front is the traveling direction of the vehicle, the rear is the backward direction of the vehicle, the left is the left side in the traveling direction, and the right is the right side in the traveling direction.

In this embodiment, the first embodiment is applied to a vehicle that can be operated only with a joystick. In the second embodiment, the operation can be performed with a joystick and a brake pedal, Applies to vehicles that can be operated with a throttle pedal, steering wheel and selector lever. It should be noted that the vehicle according to the present embodiment is an AT vehicle with four-speed shifting, and includes a parking range (hereinafter referred to as a P range), a reverse range (hereinafter referred to as an R range),
Neutral range (hereinafter referred to as N range), drive 4 speed range (hereinafter referred to as D ₄ range), drive 3 speed range (hereinafter referred to as D ₃ range), 2
There is a speed range and a first speed range.

First, the driving operation device A according to the first embodiment will be described. In the driving operation device A, acceleration and deceleration operations are performed by using the joystick 1 by CBW control,
It is possible to perform a steering operation and a range switching operation for shifting.

Referring to FIGS. 1 and 3, the overall structure of the driving operation device A will be described. FIG. 1 is an overall configuration diagram of the driving operation device A. FIG. 3 is a perspective view around the driver's seat of the vehicle on which the driving operation device A is mounted. The driving operation device A includes two joysticks 1 and 1, a rack position sensor 11, a throttle opening sensor 12, a brake fluid pressure sensor 13, a control device 14, a changeover switch 15, and the like. Each joystick 1 includes a steering operation force sensor 2, an acceleration / deceleration operation force sensor 3, a range switching operation force sensor 4, a steering motor 5, a throttle actuator 6, a brake actuator 7, a steering operation reaction force motor 8, an acceleration / deceleration. An operation reaction motor 9 and a range switching operation reaction motor 10 are provided. In the first embodiment, the driving operation device A corresponds to the driving operation device of the vehicle.

The driving operation device A is provided with two joysticks 1, 1 for performing acceleration / deceleration operation of the vehicle, steering operation, and range switching operation for shifting. The two joysticks 1, 1 are respectively disposed on the left and right sides of the driver's seat at positions that can be operated by the driver's left or right hand, and are located on the center console on the left side of the driver's seat and inside the right front door on the right side. ing. The joysticks 1 and 1 have the same configuration and can perform the same driving operation. The reason why the same joysticks 1 and 1 are provided on both the left and right sides is to facilitate the driving operation in consideration of the driver's dominant arm. Therefore, a changeover switch 15 for selecting one of the joysticks 1 is provided on the instrument panel IP so that the driving operation can be performed with only one of the joysticks 1 and 1.

The configuration of the joystick 1 will be described with reference to FIG. The joystick 1 is fixed at a fixed position of the vehicle, and a driving operation of a driver is applied as an operation force. Therefore, the joystick 1 is supported to receive the operation force in the front-rear direction, the operation force in the left-right direction, and the operation force in the left-right rotation direction with respect to the vertical axis of the joystick 1, and has a structure capable of detecting each operation force. Have.

The operation force on the joystick 1 in the front-rear direction is detected (output) as a voltage by an acceleration / deceleration operation force sensor 3 including a load cell for detecting the front-rear operation force of the joystick 1. The operating force of the joystick 1 is a brake operating force, and a forward operating force is a throttle operating force, based on when no operating force is applied to the joystick 1 in the front-rear direction.
Then, the acceleration / deceleration operation force sensor 3 transmits the detected voltage to the control device 14 as an acceleration / deceleration operation force signal STB. Incidentally, the operation of the joystick 1 in the front-back direction is an acceleration / deceleration operation for the vehicle.

The setting of the output of the acceleration / deceleration operation force sensor 3 with respect to the operation force on the joystick 1 in the front-rear direction will be described with reference to FIG. FIG. 7A is a diagram showing the relationship between the operation force on the joystick 1 in the front-rear direction and the output of the acceleration / deceleration operation force sensor 3. As can be seen from FIG. 7A, the acceleration / deceleration operation force sensor 3 increases the output when the forward operation force on the joystick 1 increases, and decreases the output when the rear operation force increases. Is set. In the output of the acceleration / deceleration operation force sensor 3, the portion exceeding the reference value is the throttle operation force,
The portion below the reference value is the brake operation force. Therefore, in both the acceleration operation and the deceleration operation (braking operation), as the operation force on the joystick 1 in the front-rear direction increases, the throttle operation force and the brake operation force detected (output) by the acceleration / deceleration operation force sensor 3 also increase. . In addition,
Whether the throttle operation force or the brake operation force is determined is determined by a target brake fluid pressure setting unit 20 and a target throttle opening degree setting unit 27 of the control device 14 described later (see FIG. 4).

The operation force of the joystick 1 in the left-right direction is detected (output) as a voltage by a turning operation force sensor 2 composed of a load cell or the like for detecting the left-right operation force of the joystick 1. As for this operating force, the operating force to the right is the right steering operation force and the operating force to the left is the left steering operation force with reference to the time when the left and right operation force is not applied to the joystick 1. . Then, the steering operation force sensor 2 transmits the detected voltage to the control device 14 as a steering operation force signal SSR. Incidentally, the operation of the joystick 1 in the left-right direction is a steering operation for the vehicle.

Referring to FIG. 7B, setting of the output of the steering operation force sensor 2 with respect to the left and right operation force on the joystick 1 will be described. FIG. 7 (b)
FIG. 4 is a diagram illustrating a relationship between an operation force applied to the joystick 1 in the left-right direction and an output of a steering operation force sensor 2. As can be seen from FIG. 7B, the steering operation force sensor 2 increases the output when the right operation force on the joystick 1 increases.
The output is set to decrease as the left operating force increases. In the output of the steering operation force sensor 2, a portion exceeding the reference value is the right steering operation force, and a portion below the reference value is the left steering operation force. Therefore, the rightward steering operation and the leftward steering operation are performed by the rightward steering operation force and leftward steering detected (output) by the steering operation force sensor 2 as the left-right operation force on the joystick 1 increases. The operating force also increases. It should be noted that the right or left steering operation force is determined by a target rack position setting unit 32 of the control device 14 described later (see FIG. 5).

The operating force of the joystick 1 in the left-right rotation direction is detected (output) as a voltage by a range switching operation force sensor 4 comprising a load cell or the like for detecting the operation force of the joystick 1 in the rotation direction. . This operating force is a range switching operating force to the first speed range, and a left rotating side to the right rotating side, based on the time when the operating force in the left and right rotating direction is not applied to the joystick 1. The operation force is a range switching operation force to the P range side. Then, range switching operation force sensor 4 transmits the detected voltage to control device 14 as range operation force signal SRN. Incidentally, the operation of the joystick 1 in the rotation direction is a shift operation to the vehicle.

The setting of the output of the range switching operation force sensor 4 with respect to the operation force on the joystick 1 in the rotation direction will be described with reference to FIG. (C) of FIG.
The figure is a diagram showing the relationship between the operation force applied to the joystick 1 in the rotation direction and the output of the range switching operation force sensor 4. As can be seen from FIG. 7C, the range switching operation force sensor 4 increases the output when the rightward operation force on the joystick 1 increases, and decreases the output when the leftward rotation operation force increases. It is set as follows. In the output of the range switching operation force sensor 4, a portion exceeding the reference value is the first speed range operation force, and a portion below the reference value is the P range operation force. Therefore, both the range switching operation to the first speed range and the range switching operation to the P range side are detected (output) by the range switching operation force sensor 4 as the operation force on the joystick 1 in the rotation direction becomes stronger. 1
The speed range operation force and the P range operation force also increase. Note that the determination as to whether the operating force is the first-speed range-side operating force or the P-range-side operating force is made by a rotation detector 39 of the control device 14 described later (see FIG. 6).

Here, referring to FIG.
Range that can be switched by operating the rotation direction to
I will explain. Figure 2 shows the joystick 1
FIG. 9 is an explanatory diagram of a range that is switched by a range switching operation.
You. The range can be switched between P range, R range, and N range.
Nji D_FourRange ⇔D_ThreeRange ⇔ 2nd speed range ⇔ 1st speed range
You can switch to the next range between. Joyste
In the clockwise operation on the first stick, the operation in the clockwise direction is performed.
When the operation exceeds the first speed range side switching threshold, the first speed
Switches to the next range toward the edge. For example,
The current range is D _ThreeIn case of range, switch to 1st speed range
Joystick 1
Is switched to the 2nd speed range. Also Joyce
In the left rotation operation on tick 1, the left rotation direction
If the operating force exceeds the P range switching threshold, the P
It switches to the next range toward the side. For example, currently
Range is D_FourFor range, P range side switching threshold
The above operation force in the left rotation direction is applied to the joystick 1.
Then, it switches to N range. It will be described later.
Is below the 1st speed range switching threshold on joystick 1.
Operating force in the upper clockwise direction or P range switching threshold
Even if an operation force in the left rotation direction greater than the value is applied,
The range of the vehicle may not switch.

By the way, the vehicle according to the present embodiment is
By T control unit ACU, D ₄ range, D ₃ range and the second speed engine speed when the range (the engine rotational speed), the vehicle speed, switched automatic with shift gears on the basis of the throttle opening or the like. For D ₄ range, at a fuel consumption emphasizing, from 1st gear to fourth gear is shifting automatically. D
_In the case of the _third range, the gear is automatically shifted from the first gear to the third gear for the purpose of focusing on torque. The second speed range is used for climbing a hill or engine braking, and a first speed gear and a second speed gear are automatically shifted. The first speed range is fixed to the first speed gear particularly when a driving force is required.

The joystick 1 has a reaction force generating means for applying a reaction force to the joystick 1 in order to reflect the driving state of the vehicle with respect to the operation by the driver. The reaction force generating means includes an acceleration / deceleration operation reaction force motor 9 for applying a reaction force in the front-rear direction of the joystick 1, a turning operation reaction force motor 8 for applying a left-right reaction force of the joystick 1, and a reaction force in the rotation direction of the joystick 1. It has a range switching operation reaction force motor 10 for applying a force. The acceleration / deceleration operation reaction force motor 9 is driven based on an acceleration / deceleration operation reaction force motor drive voltage RSB generated by the control device 14. The turning operation reaction force motor 8 is driven based on a turning operation reaction force motor drive voltage RSR generated by the control device 14. Range switching operation reaction motor 10 is driven based on range operation reaction motor driving voltage RRN generated by control device 14. The magnitude and application direction of the acceleration / deceleration operation reaction force motor drive voltage RSB, the steering operation reaction force motor drive voltage RSR, and the range operation reaction force motor drive voltage RRN are set by the control device 14. This point will be described later. I do.

Further, on the rear surface of the joystick 1, sequential mode switches 1a and 1b are provided. These sequential mode switches 1a, 1b
Is, D ₄ range, when the D ₃ range or second speed range, a switch capable of switching a transmission gear manually by the driver. When the sequential mode switch 1a is depressed once, the transmission gear is raised by one step if the transmission gear can be raised by one step. When the sequential mode switch 1b is pressed once, the transmission gear is lowered by one step if the transmission gear can be lowered by one step. The information that the sequential mode switches 1a and 1b are pressed is transmitted to the AT control unit ACU, and it is determined whether or not the AT control unit ACU can switch the transmission gear, and the AT control unit ACU switches the transmission gear. Is controlled.

On the rear surface of the joystick 1, turn signal switches 1c and 1d are provided. The blinker switch 1c is a switch for operating blinking / non-blinking of the left blinker. The blinker switch 1d is a switch for operating blinking / non-blinking of the right blinker.
Further, a horn switch (not shown) for alarm is provided on a front surface of the joystick 1.

The configuration of the brake system in the driving operation device A will be described. The brake system of this vehicle does not have a brake pedal unlike a normal vehicle. Instead, the joystick 1 has a role of a brake pedal, and as described above, when an operation force is applied to the joystick 1 rearward, the brake is activated.

Further, the brake system of this vehicle does not include a brake booster utilizing a negative pressure of the engine or the like, a master cylinder, and the like. Instead, it has a pump for generating brake fluid pressure and a proportional solenoid valve for controlling brake fluid pressure, such as a traction control system (TCS) and an anti-brake lock system (ABS), and the brake fluid pressure generated by the pump. Is applied to the wheel cylinder via a proportional solenoid valve. The brake actuator 7 corresponds to the proportional solenoid valve described above, and is driven based on a brake actuator drive voltage DBA generated by the control device 14.

The configuration of the throttle system in the operation device A will be described. The throttle system of this vehicle does not have a throttle pedal (accelerator pedal) unlike a normal vehicle. Instead, the joystick 1 has a role of a throttle pedal, and as described above, when an operating force is applied to the joystick 1 forward, the throttle valve opens.

The throttle valve of this vehicle is driven by a valve drive motor. The throttle actuator 6
Corresponds to the above-described valve drive motor, and is driven based on a throttle actuator drive voltage DSA generated by the control device 14.

The configuration of the steering system in the driving operation device A will be described. The steering system of this vehicle does not have a steering wheel unlike a normal vehicle. Instead, the joystick 1 has a role of a steering wheel. As described above, when an operating force is applied to the joystick 1 to the left, the steered wheels W, W are steered to the left. When the leftward operation force is lost, the steered wheels W, W return to a neutral state. On the other hand, when an operation force is applied to the joystick 1 to the right, the steered wheels W, W are steered to the right. When the rightward operation force is lost, the steered wheels W, W return to a neutral state.

The steering system of the vehicle does not have a steering shaft for transmitting the driver's steering force to the rack shaft 18 or a rack and pinion mechanism. Instead, a steering motor (steering actuator) 5 for moving the rack shaft 18 in the axial direction and the ball screw mechanism 17 are provided. The steering motor 5 is fixed to the vehicle body frame, and converts the rotational motion of the steering motor 5 into a linear motion of the rack shaft 18 via the ball screw mechanism 17. As a result, the rotational torque generated by the steering motor 5 is converted into the axial force of the rack shaft 18, and the axial force generated on the rack shaft 18 is turned via the tie rods 19 at the end of the rack shaft 18. It is converted into W steering torque. The steering motor 5 is connected to the control device 1
4 is driven based on the steering motor drive voltage DSM generated by the motor 4.

The structure of the transmission system in the driving operation device A will be described. The transmission system of this vehicle does not have a selector lever unlike a normal vehicle. Instead, the joystick 1 has a role of a selector lever, and as described above,
When an operation force is applied to the joystick 1 in the leftward rotation, the range is switched to the P range (see FIG. 2). On the other hand, when an operating force is applied to the joystick 1 in a rightward rotation, the range is switched to the first speed range (see FIG. 2).

The transmission system of the vehicle includes a torque converter, various gears, a multi-plate clutch and the like provided in a normal vehicle, and is controlled by an AT control unit ACU. The AT control unit ACU controls the range switching based on the range switching signal DRN generated by the control unit 14. The AT control unit ACU includes the control unit 1
4, information such as the current range, engine speed (engine speed), and vehicle speed is transmitted as a signal.

Various sensors of the driving operation device A will be described. In order to control the driving operation device A with the control device 14, the vehicle is provided with a sensor for taking in various information into the control device 14. The rack position sensor 11 detects a rack position in the linear motion of the rack shaft 18 in the left-right direction, and transmits a rack position signal SR to the control device 14. The throttle opening sensor 12 detects the opening of the throttle valve and transmits a throttle opening signal ST to the control device 14. The brake fluid pressure sensor 13 detects the brake fluid pressure of the wheel cylinder and transmits a brake fluid pressure signal SB to the control device 14.

The configuration of the control device 14 will be described with reference to FIGS. FIG. 4 shows a brake control unit 14A, a brake operation reaction force control unit 14B, a throttle control unit 14C, and a throttle operation reaction force control unit 1 of the control device 14.
It is a block diagram of 4D. FIG. 5 is a configuration diagram of the steering control unit 14E and the steering operation reaction force control unit 14F of the control device 14. FIG. 6 is a configuration diagram of the range switching control unit 14G and the range switching operation reaction force control unit 14H of the control device 14.
The control device 14 controls the steering motor 5, the throttle actuator 6, and the brake actuator 7 based on the operation of the joystick 1, and instructs the AT control device ACU to switch the range. Further, the control device 14 controls the steering operation reaction motor 8, the acceleration / deceleration operation reaction motor 9, and the range switching operation reaction motor 10 to apply an operation reaction to the joystick 1.
Control. For this purpose, the control device 14 includes a brake control unit 14A, a brake operation reaction force control unit 14B, a throttle control unit 14C, a throttle operation reaction force control unit 14D, a steering control unit 14E, a steering operation reaction force control unit 14F, and a range. Switching control unit 14G and range switching operation reaction force control unit 14H
Having.

The control device 14 includes a changeover switch 15
From the left and right joysticks 1,1
It is determined which driving operation is effective (see FIG. 3).
Then, the control device 14 takes in signals from the sensors 2, 3, and 4 provided on the joystick 1 determined to be valid, and controls the operation reaction force motors 8, 9, and 10 provided on the joystick 1 determined to be valid. .

The control device 14 is provided with a RAM (Random Ac
cess Memory), ROM (Read Only Memory), CPU (Central
A microcomputer (not shown) including a processing unit and an I / O interface, and a drive circuit for driving various motors. Also,
The control device 14 converts the received sensor signal into a digital signal, and handles the sensor signal as a digital signal.

Referring to FIG. 4, the brake control section 14A will be described. The brake control unit 14A performs control to apply a brake fluid pressure to the wheel cylinder according to a brake operation force in the acceleration / deceleration operation of the joystick 1 by the driver. Therefore, the brake control unit 14A
Includes a target brake fluid pressure setting unit 20, a deviation calculation unit 21, a brake actuator control signal output unit 22, and a brake actuator drive circuit 23. The portion of the brake control unit 14A except for the brake actuator drive circuit 23 is configured as software in a microcomputer constituting the control device 14.

The target brake hydraulic pressure setting section 20 receives the acceleration / deceleration operation force signal STB from the acceleration / deceleration operation force sensor 3 and outputs a target brake hydraulic pressure signal to the deviation calculation section 21. The target brake hydraulic pressure setting unit 20 searches a brake map based on the acceleration / deceleration operation force signal STB according to the brake operation force, and sets a target brake hydraulic pressure signal to be applied to the wheel cylinder ((a) in FIG. 8). See figure). In addition,
The brake map is set so that the target brake fluid pressure increases as the brake operation force increases. However, the relationship between the acceleration / deceleration operation force signal STB and the brake operation force is such that the smaller the output of the acceleration / deceleration operation force sensor 3 is, the larger the brake operation force is (see FIG. 7A). Therefore, as the output of the acceleration / deceleration operation force sensor 3 increases from 0 to the reference value, the brake map
The target brake fluid pressure is set so as to decrease (see FIG. 8A). FIG. 8A is a diagram showing the relationship between the output of the acceleration / deceleration operation force sensor 3 and the target brake fluid pressure.

The deviation calculator 21 is provided with the brake fluid pressure sensor 1
3 and a target brake fluid pressure signal from the target brake fluid pressure setting unit 20, and outputs a deviation signal to a brake actuator control signal output unit 22 and a target brake operation reaction force setting unit 24. The deviation calculator 21 subtracts the brake hydraulic pressure signal SB from the target brake hydraulic pressure signal, and uses the subtracted value as a deviation signal.

Brake actuator control signal output unit 2
2 receives a deviation signal from the deviation calculator 21 and outputs a brake control signal to the brake actuator drive circuit 23. Brake actuator control signal output unit 22
Includes a PID (Proportional Integral Differential) controller, a PWM (Pulse Width Modulation) signal generator, and the like. First, the brake actuator control signal output unit 22 performs P (proportional), I (integral), and D (differential) control on the deviation signal, and sets a PI indicating a current value to be supplied to the brake actuator 7 so that the deviation approaches zero.
Generate a D control signal. Subsequently, the brake actuator control signal output unit 22 generates a PWM signal corresponding to a current value supplied to the brake actuator 7 based on the PID control signal, and sets the PWM signal as a brake control signal.

The brake actuator drive circuit 23
The brake control signal is input from the brake actuator control signal output unit 22 and the brake actuator drive voltage DBA is output to the brake actuator 7. The brake actuator drive circuit 23 drives the brake actuator 7 by applying a brake actuator drive voltage DBA to the brake actuator 7 based on the brake control signal. For this purpose, the brake actuator drive circuit 23 includes four FETs (Field Effec) provided so as to correspond to proportional solenoid valves provided for each wheel.
t Transistor (field effect transistor) and a power supply voltage (12 V) (not shown). When a brake control signal is input to each gate of the four FETs, the brake actuator drive circuit 23 turns on / off the four FETs based on the brake control signal, and applies a brake actuator drive voltage DBA to the brake actuator 7. Is applied. Then, an electric current flows through the brake actuator 7 to drive the brake actuator 7 (that is, the proportional solenoid valve is opened and closed), and the brake fluid pressure of the wheel cylinder is controlled according to the brake operating force on the joystick 1.

Referring to FIG. 4, the brake reaction force control unit 14B will be described. Brake operation reaction force control unit 14
B drives the acceleration / deceleration operation reaction force motor 9 to actively generate the brake operation reaction force when the driver applies an operation force to the joystick 1 rearward (that is, when performing an operation to apply the brake). Control to act on the joystick 1 is performed. Therefore, the brake operation reaction force control unit 14B
A target brake operation reaction force setting unit 24, an acceleration / deceleration operation reaction force motor control signal output unit 25, and an acceleration / deceleration operation reaction force motor drive circuit 26 are provided. The brake operation reaction force control unit 14
The part of B, except for the acceleration / deceleration operation reaction force motor drive circuit 26, is configured by software in a microcomputer constituting the control device 14.

The target brake operation reaction force setting unit 24 receives the deviation signal from the deviation calculation unit 21 and converts the target brake operation reaction force signal into an acceleration / deceleration operation reaction force motor control signal output unit 25.
Output to The target brake operation reaction force setting unit 24 sets a target brake operation reaction force signal by multiplying the deviation signal by a predetermined gain. The target brake operation reaction force setting unit 24
Sets the target brake operation reaction force signal according to the deviation signal when the deviation signal is “positive value”, and sets the target brake operation reaction force when the deviation signal is “zero and negative value”. Set the signal to zero. The reason for setting the target brake operation reaction force signal in this way is to generate a brake operation reaction force only when the braking force is increased (when the brake pedal of a normal vehicle is further depressed).
Therefore, when the joystick 1 is operated so as to reduce the braking force (when the backward operating force of the joystick 1 is weakened), no brake operation reaction force (force against the direction of movement of the joystick 1) is generated. . Incidentally, when the deviation signal is a negative value, the target brake operation reaction force signal may be set such that the target brake operation reaction force setting unit 24 assists the return of the joystick 1.

Acceleration / deceleration operation reaction force motor control signal output unit 25
Receives a target brake operation reaction force signal from the target brake operation reaction force setting unit 24 and outputs a brake operation reaction force control signal to the acceleration / deceleration operation reaction force motor drive circuit 26. The acceleration / deceleration operation reaction force motor control signal output unit 25 includes a PWM signal generation unit and the like. The acceleration / deceleration operation reaction force motor control signal output unit 25 outputs a PWM signal, an ON signal, and an OFF signal corresponding to the direction and current value of the current supplied to the acceleration / deceleration operation reaction force motor 9 based on the target brake operation reaction force signal. Is generated as a brake operation reaction force control signal.

The acceleration / deceleration operation reaction force motor drive circuit 26 receives the brake operation reaction force control signal from the acceleration / deceleration operation reaction force motor control signal output unit 25 and adjusts the acceleration / deceleration operation reaction force motor drive voltage RSB. Output to the reaction motor 9. The acceleration / deceleration operation reaction force motor drive circuit 26 receives the acceleration / deceleration operation reaction force motor drive voltage RS based on the brake operation reaction force control signal.
B is applied to the acceleration / deceleration operation reaction force motor 9 to drive the acceleration / deceleration operation reaction force motor 9. For this purpose, the acceleration / deceleration operation reaction force motor drive circuit 26 is composed of a bridge circuit composed of four FET switching elements and a power supply voltage (12 V) (not shown). Acceleration / deceleration operation reaction motor drive circuit 26
When a brake operation reaction force control signal is input to each gate of the four FETs, the four FETs are turned ON / OFF based on the brake operation reaction force control signal, and the acceleration / deceleration operation reaction force motor 9 is accelerated / decelerated. A reaction motor drive voltage RSB is applied. Then, a current flows through the acceleration / deceleration operation reaction force motor 9 and the acceleration / deceleration operation reaction force motor 9 is driven forward or reverse to control the brake operation reaction force of the joystick 1.

Therefore, when the driver has the joystick 1
When the operation for increasing the brake fluid pressure in the wheel cylinder is performed, a brake operation reaction force is applied to the joystick 1. The magnitude of this brake operation reaction force is such that the greater the operating force on the joystick 1 rearward and the more quickly the joystick 1 is operated on the basis of the time when the operating force in the front-rear direction is not applied to the joystick 1, the more the joystick 1 Causes a large braking reaction force.

Referring to FIG. 4, throttle control unit 14C
Will be described. The throttle control unit 14C controls the throttle valve so that the opening becomes in accordance with the throttle operation force in the acceleration / deceleration operation of the joystick 1 by the driver. To this end, the throttle control unit 14C includes a target throttle opening setting unit 27, a deviation calculation unit 28, a throttle actuator control signal output unit 29, and a throttle actuator drive circuit 30. Note that the portion of the throttle control unit 14C other than the throttle actuator drive circuit 30 is configured by software in a microcomputer constituting the control device 14.

The target throttle opening setting section 27 receives the acceleration / deceleration operation force signal STB from the acceleration / deceleration operation force sensor 3 and outputs a target throttle opening signal to the deviation calculator 28. The target throttle opening setting section 27 searches the throttle map based on the acceleration / deceleration operation force signal STB corresponding to the throttle operation force, and sets the target throttle opening signal (see FIG. 8B). The throttle map is
The target throttle opening is set to increase as the throttle operating force increases. For this reason, the throttle map is set so that the target throttle opening increases as the output of the acceleration / deceleration operation force sensor 3 increases from the reference value (see FIG. 8B). FIG. 8B is a diagram showing the relationship between the output of the acceleration / deceleration operation force sensor 3 and the target throttle opening.

The deviation calculating section 28 receives the throttle opening signal ST from the throttle opening sensor 12 and the target throttle opening signal from the target throttle opening setting section 27, and outputs the deviation signal to a throttle actuator control signal output section 29. And a target throttle operation reaction force setting unit 31. The deviation calculator 28 subtracts the throttle opening signal ST from the target throttle opening signal and uses the subtracted value as a deviation signal.

The throttle actuator control signal output unit 29 receives the deviation signal from the deviation calculation unit 28 and outputs a throttle control signal to the throttle actuator drive circuit 30. The throttle actuator control signal output unit 29 includes a PID controller, a PWM signal generation unit, and the like. First, the throttle actuator control signal output unit 29 performs P (proportional), I (integral), and D (differential) control on the deviation signal, and sets the direction and current of the current supplied to the throttle actuator 6 so that the deviation approaches zero. A PID control signal indicating the value is generated. Subsequently, the throttle actuator control signal output unit 29 outputs the PI
Based on the D control signal, a PWM signal, an ON signal, and an OFF signal corresponding to the direction and the current value of the current supplied to the throttle actuator 6 are generated and used as a throttle control signal.

Throttle actuator drive circuit 30
Receives a throttle control signal from a throttle actuator control signal output unit 29 and outputs a throttle actuator drive voltage DSA to the throttle actuator 6. The throttle actuator drive circuit 30
The throttle actuator drive voltage DSA is applied to the throttle actuator 6 based on the throttle control signal to drive the throttle actuator 6. For this purpose, the throttle actuator drive circuit 30 is composed of a bridge circuit composed of four FET switching elements and a power supply voltage (12 V) (not shown). When a throttle control signal is input to each gate of the four FETs, the four FETs are turned on based on the throttle control signal.
/ OFF, and the throttle actuator drive voltage DSA is applied to the throttle actuator 6. Then
A current flows through the throttle actuator 6, and the throttle actuator 6 is driven to rotate forward or reverse (that is, the valve drive motor is driven).

Referring to FIG. 4, the throttle operation reaction force control unit 14D will be described. The throttle operation reaction force control unit 14D drives the acceleration / deceleration operation reaction force motor 9 when the driver applies an operation force forward to the joystick 1 (ie, when performing an operation to increase the output of the engine). The control for actively applying the throttle operation reaction force to the joystick 1 is performed. To this end, the throttle operation reaction force control unit 14D includes a target throttle operation reaction force setting unit 31, an acceleration / deceleration operation reaction force motor control signal output unit 25, and an acceleration / deceleration operation reaction force motor drive circuit 26. A portion of the throttle operation reaction force control unit 14D other than the acceleration / deceleration operation reaction force motor drive circuit 26 is configured as a microcomputer of the control device 14 as software. Further, the throttle operation reaction force control unit 14D is configured to share the acceleration / deceleration operation reaction force motor control signal output unit 25 and the acceleration / deceleration operation reaction force motor drive circuit 26 with the brake operation reaction force control unit 14B.

The target throttle operation reaction force setting unit 31 receives the deviation signal from the deviation calculation unit 28 and outputs the target throttle operation reaction force signal to the acceleration / deceleration operation reaction force motor control signal output unit 25. Target throttle operation reaction force setting unit 31
Sets a target throttle operation reaction force signal by multiplying the deviation signal by a predetermined gain. The target throttle operation reaction force setting unit 31 sets the target throttle operation reaction force signal according to the deviation signal when the deviation signal is “positive value”, and sets the deviation signal to “zero and negative values”. , The target throttle operation reaction force signal is set to zero. The reason why the target throttle operation reaction force signal is set in this way is to generate a throttle operation reaction force only when the throttle is increased (when the throttle pedal of a normal vehicle is further depressed). For this reason, when operating the joystick 1 to reduce the throttle (when weakening the forward operating force of the joystick 1),
No throttle operation reaction force occurs. Incidentally, when the deviation signal is a negative value, the target throttle operation reaction force signal may be set so that the target throttle operation reaction force setting unit 31 assists the return of the joystick 1.

Acceleration / deceleration operation reaction force motor control signal output unit 25
Receives a target throttle operation reaction force signal from the target throttle operation reaction force setting unit 31 and outputs a throttle operation reaction force control signal to the acceleration / deceleration operation reaction force motor drive circuit 26. The acceleration / deceleration operation reaction force motor control signal output unit 25 outputs a PWM corresponding to the direction and current value of the current supplied to the acceleration / deceleration operation reaction force motor 9 based on the target throttle operation reaction force signal.
A signal, an ON signal, and an OFF signal are generated and used as a throttle operation reaction force control signal.

The acceleration / deceleration operation reaction force motor drive circuit 26 receives the throttle operation reaction force control signal from the acceleration / deceleration operation reaction force motor control signal output unit 25 and accelerates / decelerates the acceleration / deceleration operation reaction force motor drive voltage RSB. Output to the reaction motor 9.
The acceleration / deceleration operation reaction force motor drive circuit 26 applies the acceleration / deceleration operation reaction force motor drive voltage RSB to the acceleration / deceleration operation reaction force motor 9 based on the throttle operation reaction force control signal, and drives the acceleration / deceleration operation reaction force motor 9. I do. When the throttle operation reaction force control signal is input to each gate of the four FETs, the acceleration / deceleration operation reaction force motor drive circuit 26 turns on / off the four FETs based on the throttle operation reaction force control signal, and accelerates / decelerates. Acceleration / deceleration operation reaction motor drive voltage RSB is applied to operation reaction motor 9
Is applied. Then, a current flows through the acceleration / deceleration operation reaction force motor 9 and the acceleration / deceleration operation reaction motor 9 is driven forward or reverse to control the throttle operation reaction force of the joystick 1.

Therefore, when the driver has the joystick 1
When the operation of increasing the throttle opening is performed, a throttle operation reaction force is applied to the joystick 1. The magnitude of the throttle operation reaction force is such that as the forward operation force on the joystick 1 is increased and the joystick 1 is operated more quickly, based on the time when the operation force in the front-rear direction is not applied to the joystick 1,
Causes a large throttle reaction force.

Referring to FIG. 5, the turning control section 14E will be described. The turning control unit 14E performs control for turning the steered wheels W, W in accordance with the turning operation force of the turning operation of the joystick 1 by the driver. For this purpose, the turning control unit 14E includes the target rack position setting unit 32,
3. A steering motor control signal output unit 34 and a steering motor drive circuit 35 are provided. The part of the steering control unit 14E other than the steering motor drive circuit 35 is configured by software in a microcomputer constituting the control device 14.

The target rack position setting section 32 receives the steering operation force signal SSR from the steering operation force sensor 2 and outputs a target rack position signal to the deviation calculating section 33. The target rack position setting unit 32 searches a turning map based on the turning operation force signal SSR corresponding to the right turning operation force and the left turning operation force, and sets a target rack position signal (see FIG. 9). . In the turning map, when the right turning operation force increases, the target rack position is set to the left (the turning wheels W, W
The turning angle is set so as to move to the right, and the target rack position is shifted to the right (the turning angle of the steered wheels W, W is turned to the left when the left turning operation force increases). (Rudder) (see FIG. 9). However, the relationship between the steering operation force signal SSR and the left steering operation force is such that the smaller the output of the steering operation force sensor 2, the larger the left steering operation force (FIG. 7B). reference). Therefore, the turning map indicates that the target rack position moves rightward from the rack neutral position as the output of the steering operation force sensor 2 decreases from the reference value, and the output of the steering operation force sensor 2 increases from the reference value. The target rack position is set to move to the left from the rack neutral position (see FIG. 9). FIG. 9 is a relationship diagram between the output of the steering operation force sensor 2 and the target rack position.

The deviation calculator 33 is provided with the rack position sensor 11
And the target rack position signal from the target rack position setting unit 32, and outputs a deviation signal to the steering motor control signal output unit 34 and the target steering operation reaction force setting unit 36. The deviation calculator 33 subtracts the rack position signal SR from the target rack position signal, and uses the subtracted value as a deviation signal.

The steering motor control signal output section 34
Receives a deviation signal from the deviation calculation unit 33 and outputs a steering control signal to the steering motor drive circuit 35. The steering motor control signal output unit 34 outputs P
An ID controller and a PWM signal generator are provided.
First, the steering motor control signal output unit 34 performs P (proportional), I (integral), and D (differential) control on the deviation signal, and adjusts the steering motor 5 to make the deviation close to zero.
A PID control signal indicating the direction and the current value of the current supplied to the PID is generated. Subsequently, based on the PID control signal, the steering motor control signal output unit 34 outputs a P value corresponding to the direction and current value of the current supplied to the steering motor 5.
A WM signal, an ON signal, and an OFF signal are generated and used as a steering control signal.

The steering motor drive circuit 35 receives a steering control signal from the steering motor control signal output unit 34 and receives a steering motor drive voltage DS.
M is output to the steering motor 5. The steering motor drive circuit 35 drives the steering motor 5 by applying a steering motor drive voltage DSM to the steering motor 5 based on a steering control signal. Therefore, the steering motor drive circuit 35 has four F
It is composed of a bridge circuit composed of ET switching elements and a power supply voltage (12 V) (not shown). And
When a steering control signal is input to each gate of the four FETs, the steering motor drive circuit 35 turns on / off the four FETs based on the steering control signal.
Then, the steering motor drive voltage DSM is applied to the steering motor 5. Then, an electric current flows through the steering motor 5 so that the steering motor 5 is driven to rotate forward or reverse, and the rack position of the rack shaft 18 is controlled according to the steering operation force of the joystick 1.

Referring to FIG. 5, the steering operation reaction force control unit 14
F will be described. When the driver applies an operating force to the joystick 1 in the left-right direction (ie, when performing a steering operation), the steering operation reaction force control unit 14F drives the steering operation reaction motor 8 to actively activate the steering operation reaction motor 8. Is performed to apply a steering operation reaction force to the joystick 1. For this purpose, the turning operation reaction force control unit 14F includes a target turning operation reaction force setting unit 36,
A steering operation reaction force motor control signal output unit 37 and a steering operation reaction force motor drive circuit 38 are provided. The steering operation reaction force motor drive circuit 38 of the steering operation reaction force control unit 14F
The parts other than are configured by software in a microcomputer constituting the control device 14.

The target turning operation reaction force setting section 36 is provided with a turning operation force signal SSR (right turning operation force and left turning operation force) from the turning operation force sensor 2 and a deviation signal from the deviation calculating section 33. And outputs a target turning operation reaction force signal to the turning operation reaction force motor control signal output unit 37. The target turning operation reaction force setting unit 36 multiplies the deviation signal by a predetermined gain to set a target turning operation reaction force signal. Note that the target turning operation reaction force setting unit 36 determines whether the steered wheels W, W are in the right turning state or the left turning state based on the steering operation force signal SSR.
The target steering operation reaction force is set as follows.

The target turning operation reaction force setting section 36 sets a target turning operation reaction force signal corresponding to the deviation signal when the "right turning state" and the deviation signal are "positive values". When the "right steering state" and the deviation signal are "zero and negative values", the target steering operation reaction force signal is set to zero. The reason why the target steering operation reaction force signal is set in this way is to generate a steering operation reaction force when the rightward steering amount is increased. Therefore, when the joystick 1 is operated to reduce the rightward turning amount (the joystick 1
When the operation force to the right is weakened), no steering operation reaction force occurs. Incidentally, when the deviation signal is a negative value, the target turning operation reaction force setting unit 36 sets the joystick 1
The target steering operation reaction force signal may be set so as to assist the return of the vehicle.

The target turning operation reaction force setting unit 36
When the "left steering state" and the deviation signal are "negative values", a target steering operation reaction force signal corresponding to the deviation signal is set, and the "left steering state" and the deviation signal are "zero and plus". , The target steering operation reaction force signal is set to zero. The reason for setting the target steering operation reaction force signal in this way is to generate a steering operation reaction force when increasing the leftward steering amount. Therefore, when the joystick 1 is operated to reduce the leftward steering amount (when the operation force of the joystick 1 to the left is weakened), no steering operation reaction force is generated. Note that, similarly to the rightward turning state, the target turning operation reaction force may be set so as to assist the return of the joystick 1.

The steering operation reaction force motor control signal output unit 37
Receives the target turning operation reaction force signal from the target turning operation reaction force setting unit 36, and outputs a turning operation reaction force control signal to the turning operation reaction force motor drive circuit 38. The steering operation reaction force motor control signal output unit 37 includes a PWM signal generation unit. The turning operation reaction force motor control signal output section 37 outputs a PWM signal corresponding to the direction and current value of the current supplied to the turning operation reaction force motor 8 based on the target turning operation reaction force signal,
An off signal is generated and used as a steering operation reaction force control signal.

The turning operation reaction force motor drive circuit 38 receives the turning operation reaction force control signal from the turning operation reaction force motor control signal output unit 37 and outputs a turning operation reaction force motor driving voltage RS.
R is output to the steering operation reaction force motor 8. The turning operation reaction force motor drive circuit 38 applies the turning operation reaction force motor driving voltage RSR to the turning operation reaction force motor 8 based on the turning operation reaction force control signal, and controls the turning operation reaction force motor 8. Drive. For this purpose, the steering operation reaction force motor drive circuit 38 includes four F
It is composed of a bridge circuit composed of ET switching elements and a power supply voltage (12 V) (not shown). When a steering operation reaction force control signal is input to each gate of the four FETs, the four FETs turn ON / OFF based on the steering operation reaction force control signal. The turning operation reaction force motor driving voltage RSR is applied to the turning operation reaction force motor 8.
Is applied. Then, a current flows through the steering operation reaction force motor 8, and the steering operation reaction force motor 8 is driven forward or reverse to control the steering operation reaction force of the joystick 1.

Therefore, when the driver operates the joystick 1
When the operation to increase the right-hand steering amount and the left-hand steering amount is performed, a steering operation reaction force is applied to the joystick 1. The magnitude of the steering operation reaction force is such that, in the right-hand steering state, the right operation force on the joystick 1 is large and quickly with respect to the time when no left-right operation force is applied to the joystick 1. The more the operation is performed, the more the joystick 1 generates a larger steering operation reaction force. On the other hand, in the case of the left steering state, the more the left joystick 1 is operated and the quicker the joystick 1 is operated, the more the joystick 1 is operated, based on the time when the left-right operation force is not applied to the joystick 1. Causes a large steering operation reaction force.

Referring to FIG. 6, range switching control section 14G
Will be described. Range switching control unit 14G determines whether or not to switch the range based on the range switching operation force of the speed change operation of joystick 1 by the driver, and transmits range switching signal DRN to AT control unit ACU. For this purpose, the range switching control unit 14 </ b> G
9, a range switching determining unit 40 and a range switching signal output unit 41 are provided. The range switching control unit 14G is configured as a software in a microcomputer constituting the control device 14.

The rotation detection section 39 receives the range switching operation force signal SRN from the range switching operation force sensor 4 and outputs a rotation detection signal to the range switching signal output section 41. The rotation detection unit 39 searches a range switching map based on the range switching operation force signal SRN corresponding to the first speed range operation force and the P range operation force, and sets a rotation detection signal (see FIG. 10). The information of the rotation detection signal is information requesting the first speed range to switch the range, information requesting the P range to switch the range, or information not requesting the range switch. The range switching map is set so that the range is switched to the first speed range when the first speed range operating force is equal to or greater than the first speed range switching threshold, and the P range side operating force is changed to the P range. It is set so that the range is switched to the P range side when the side switching threshold value or more is reached (see FIG. 10). However, the relationship between the range switching operation force signal SRN and the P range side operation force is as follows.
The smaller the output of the range switching operation force sensor 4, the larger the operation force on the P range side (FIG. 7 (c)).
See figure). Accordingly, when the output of the range switching operation force sensor 4 is equal to or less than the P range side switching threshold, the range is switched to the P range side, and the output of the range switching operation force sensor 4 is switched to the first speed range side. The range is set so that the range is switched to the first speed range when the speed is equal to or larger than the threshold value (see FIG. 10). FIG. 10 is a relationship diagram between the output of the range switching operation force sensor 4 and the range switching.

The first speed range side switching threshold value and P
The range-side switching threshold value is a positive voltage value, and is a value obtained by adding or subtracting the same voltage value to or from the reference value (voltage value) of the range switching operation force sensor 4. The same positive or negative voltage value is determined by the range switching operation force sensor 4.
In consideration of the output characteristic of the joystick 1, the support structure of the joystick 1, and the like, the value is set to a value that can determine whether the joystick 1 is applied with the clockwise or counterclockwise operation force.

The range switching judging section 40 receives the current range, engine speed (engine speed), vehicle speed, etc. from the AT control unit ACU, and outputs a range switching judging signal to the range switching signal output section 41 and the target range. It outputs to the switching operation reaction force setting unit 42. The range switch determining unit 40 determines whether the range can be switched from the current range to the first speed range and whether the range can be switched from the current range to the P range. , Information that can be switched only to the first-speed range, information that can be switched only to the P-range, and information that can be switched to the first-speed range and the P-range are set in the range switching determination signal. For this purpose, the range switching judgment unit 4
0 is provided with a switching prohibition map (not shown) for each range, and determines whether or not the current range can be switched based on this map. The switching prohibition map for each range sets an area in which switching to the first speed range or the P range is prohibited using the engine speed (engine speed), vehicle speed, and the like as parameters. The reason for determining whether or not the range can be switched is to prevent the switching of the range from hindering each part of the vehicle such as an engine stall or an engine overrev.

For example, if the range of the engine is switched to the second speed range or the first speed range and the engine speed becomes higher than 10,000 revolutions, the switching to the second speed range or the first speed range is not allowed. When the vehicle speed in the forward direction is equal to or higher than the predetermined vehicle speed, switching to the R range or the P range is disabled.

The range switching signal output section 41 receives the rotation detection signal from the rotation detecting section 39 and the range switching determining signal from the range switching determining section 40, and receives the range switching signal D.
The RN is output to the AT control unit ACU. The range switching signal output section 41 outputs the information that the rotation detection signal requests information to switch the range to the first speed range and the range switching determination signal is information that can switch the range from the current range to the first speed range only or the current range. In the case of information that can switch the range from the first range to the first range and the P range, a command to switch the range to the first range is transmitted to the range switching signal DR.
Set to N. Further, the range switching signal output unit 41 outputs the information that the rotation detection signal requests the range switching to the P range side and the range switching determination signal indicates the information that can switch the range from the current range only to the P range side or the current range. If the information indicates that the range can be switched between the first speed range side and the P range side, a command to switch the range to the P range side is set in the range switching signal DRN. Further, when the information of the rotation detection signal and the information of the range switching determination signal are a combination other than the above-mentioned information, the range switching signal output section 41 outputs a command not to switch the range to the range switching signal D.
Set to RN.

Referring to FIG. 6, range switching operation reaction force control unit 14H will be described. The range switching operation reaction force control unit 14H sets the range to disable the right or left rotation of the joystick 1 when it is determined that switching from the current range to the first speed range or the P range is impossible. Control is performed to drive the switching operation reaction motor 10 to actively apply the range switching operation reaction force to the joystick 1. Therefore, the range switching operation reaction force control unit 1
4H includes a target range switching operation reaction force setting unit 42, a range switching operation reaction force motor control signal output unit 43, and a range switching operation reaction force motor driving circuit 44. The part of the range switching operation reaction force control unit 14H except for the range switching operation reaction force motor drive circuit 44 is configured by software in a microcomputer constituting the control device 14.

The target range switching operation reaction force setting unit 42 receives the range switching determination signal from the range switching determination unit 40 and outputs the target range switching operation reaction force signal to the range switching operation reaction force motor control signal output unit 43. I do. If the range switching determination signal is information that allows the range to be switched only from the current range to the first speed range, the target range switching operation reaction force setting unit 42 rotates the joystick 1 counterclockwise (that is, P
A target range switching operation reaction force signal for generating a range switching operation reaction force (reaction force greater than the driver's manual operation force) that disables the range switching to the range side is set. If the range switching determination signal is information that allows the range to be switched only from the current range to the P range, the target range switching operation reaction force setting unit 42 determines that the joystick 1 is to be rotated to the right (ie, to the first speed range). A target range switching operation reaction force signal for generating a range switching operation reaction force that disables range switching) is set. In addition, the target range switching operation reaction force setting unit 42 is configured to prevent a range switching operation reaction force from being generated when the range switching determination signal is information that can switch the range from the current range to the first speed range side and the P range side. Set the target range switching operation reaction force signal.

The range switching operation reaction force motor control signal output unit 43 outputs the target range switching operation reaction force signal from the target range switching operation reaction force setting unit 42 and the range switching operation force signal SRN from the range switching operation force sensor 4. The inputted range switching operation reaction force control signal is output to the range switching operation reaction force motor drive circuit 44. The range switching operation reaction force motor control signal output unit 43 includes a PWM signal generation unit. The range switching operation reaction force motor control signal output unit 43 operates in the direction in which the range switching operation force signal SRN is prohibited by the range switching determination unit 40 based on the target range switching operation reaction force signal and the range switching operation force signal SRN. In this case, a PWM signal, an ON signal, and an OFF signal corresponding to the direction and current value of the current supplied to the range switching operation reaction force motor 10 are generated so as to oppose the range switching operation reaction force control signal, I do.

Range switching operation reaction force motor drive circuit 44
Receives a range switching operation reaction force control signal from the range switching operation reaction motor control signal output unit 43 and outputs a range switching operation reaction motor driving voltage RRN to the range switching operation reaction motor 10. The range switching operation reaction force motor drive circuit 44 applies the range switching operation reaction force motor driving voltage RRN to the range switching operation reaction force motor 10 based on the range switching operation reaction force control signal, and the range switching operation reaction force motor 1
Drive 0. To this end, the range switching operation reaction force motor drive circuit 44 includes a bridge circuit composed of four FET switching elements and a power supply voltage (12 V) (not shown). Range switching operation reaction motor drive circuit 4
4, when a range switching operation reaction force control signal is input to each gate of the four FETs, the four FETs are turned ON / OFF based on the range switching operation reaction force control signal, and the range switching operation reaction force motor 10 A range switching operation reaction force motor drive voltage RRN is applied. Then, a current flows through the range switching operation reaction force motor 10 and the range switching operation reaction force motor 10 is driven forward or reverse to control the range switching operation reaction force of the joystick 1. The range switching operation reaction force is a reaction force that does not act on the joystick 1 at all or disables the joystick 1 from rotating left or right.

Therefore, if it is determined that the switching from the current range to the first speed range is impossible, the joystick 1 is given a range switching operation reaction force that disables the right rotation. At this time, the driver
It recognizes that switching to the first speed range cannot be performed due to the reaction force from the joystick 1. On the other hand, when it is determined that the switching from the current range to the P range cannot be performed, the joystick 1 is given a range switching operation reaction force that disables the rotation in the left rotation direction. At this time, the driver recognizes that switching to the P range cannot be performed due to the reaction force from the joystick 1.
If it is determined that switching from the current range to the P range and the first speed range is possible, no range switching operation reaction force is applied to the joystick 1.

Next, the operation of the driving operation device A will be described with reference to FIGS. Here, before the vehicle starts, when the vehicle starts, when the turning of the vehicle starts, when the turning of the vehicle ends, when the vehicle travels down a winding road, when the vehicle decelerates, and when the vehicle is parked. .

Before starting the vehicle, the driver applies a backward operating force to the joystick 1 in order to generate a braking force. Then, in the driving operation device A, the acceleration / deceleration operation force sensor 3 transmits an acceleration / deceleration operation force signal STB corresponding to the brake operation force of the joystick 1 to the control device 14.

In the control device 14, the brake control unit 14A
Sets a target brake fluid pressure signal based on the acceleration / deceleration operation force signal STB, and further sets a brake control signal based on the target brake fluid pressure signal and the brake fluid pressure signal SB. Subsequently, in the control device 14, the brake control unit 14
A generates a brake actuator drive voltage DBA based on the brake control signal, and applies the brake actuator drive voltage DBA to the brake actuator 7. Then, a brake fluid pressure corresponding to the target brake fluid pressure signal is generated in the wheel cylinder, and a brake force corresponding to the brake operating force of the joystick 1 is generated.

In the control device 14, the brake operation reaction force control unit 14B sets a target brake operation reaction force signal based on a deviation signal (plus value) between the target brake fluid pressure signal and the brake fluid pressure signal SB. Further, a brake operation reaction force control signal is set based on the target brake operation reaction force signal. In the control device 14, the brake operation reaction force control unit 14B generates an acceleration / deceleration operation reaction force motor drive voltage RSB based on the brake operation reaction force control signal, and accelerates / decelerates the acceleration / deceleration operation reaction force motor drive voltage RSB. It is applied to the operation reaction force motor 9. Then, the acceleration / deceleration operation reaction force motor 9 is driven, and a brake operation reaction force is applied to the joystick 1.

Next, when the vehicle starts moving, the driver applies an operating force to the joystick 1 in the clockwise direction to switch from the P range to the R range. Then, in the driving operation device A, the range switching operation force sensor 4 transmits a range switching operation force signal SRN corresponding to the first-speed range operation force of the joystick 1 to the control device 14.

In the control device 14, the range switching control unit 14
G sets information for requesting the first speed range to switch the range based on the range switching operation force signal SRN to the rotation detection signal, and based on the current range, vehicle speed, and the like,
Information that allows the range to be switched only from the current range to the first speed range is set in the range switching determination signal. continue,
In the control device 14, the range switching control unit 14G sets a command to switch the range to the first speed range in the range switching signal DRN based on the rotation detection signal and the range switching determination signal, and uses the range switching signal DRN as the AT control device. ACU
Send to Then, the range is switched from the P range to the R range under the control of the AT control unit ACU.

Subsequently, the driver applies an operating force to the joystick 1 in the clockwise direction to switch from the R range to the N range. Then, in the driving operation device A, similarly to the above-described control, the control device 14 sets the range switching signal DRN in which the command to switch the range to the first speed range is set.
Is transmitted to the AT control unit ACU. Then, the range is switched from the R range to the N range under the control of the AT control unit ACU. Further, when the driver shifts from N range to D
_In order to switch to the _four ranges, an operating force is applied to the joystick 1 in the clockwise direction. Then, the driving operation device A
Then, similarly to the above-described control, the control device 14 transmits to the AT control device ACU a range switching signal DRN in which a command to switch the range to the first speed range is set. Then
Under the control of the AT control unit ACU, range is switched from the N range to the D ₄ range. Incidentally, in this from the R range from the N range and the N range of D ₄ range switching, the range switching determination signal, information capable switched range from the current range to the first speed range position and P range position is set.

[0091] When switching from the P range to the D ₄ range, the control unit 14, the range switching determination signal, the range from switchable information or current range only range from the current range to the first speed range position 1 Information that can be switched between the speed range side and the P range side is set. Therefore, in the control device 14, the range switching operation reaction force control unit 1
4H sets a target range switching operation reaction force signal for disabling the left rotation of the joystick 1 (that is, switching the range to the P range side) or preventing the range switching operation reaction force from being generated. Then, in the control device 14, the range switching operation reaction force control unit 14H generates a range switching operation reaction force motor drive voltage RRN based on the range switching operation reaction force control signal corresponding to the target range switching operation reaction force signal, The range switching operation reaction motor driving voltage RRN is applied to the range switching operation reaction motor 10. Then, the range switching operation reaction force motor 10 is driven or not driven at all, and the joystick 1 is given a range switching operation reaction force that disables the left rotation, or the joystick 1 is not driven at all. Is not given. Therefore,
The driver can apply an operating force in the right rotation direction to at least the joystick 1.

[0092] When switched to the D ₄ range, the driver, to accelerate by eliminating braking force is added an operating force to the front from the rear to the joystick 1. Then, in the driving operation device A, the acceleration / deceleration operation force sensor 3 transmits an acceleration / deceleration operation force signal STB corresponding to the brake operation force or the throttle operation force of the joystick 1 to the control device 14.

First, in the process in which the operating force of the joystick 1 in the backward direction is weakened (the process in which the brake operating force is reduced), in the control device 14, the brake control unit 14A sends the acceleration / deceleration operating force signal STB as in the above-described control. A brake actuator drive voltage DBA is generated based on the brake fluid pressure signal SB and the brake actuator drive voltage DBA is applied to the brake actuator 7. Note that the brake actuator drive voltage DBA decreases as the brake operation force decreases. Then, the brake fluid pressure in the wheel cylinder is reduced, and the braking force is reduced in accordance with the reduced brake operation force of the joystick 1.

In the control device 14, since the deviation signal between the target brake fluid pressure signal and the brake fluid pressure signal SB becomes a negative value, the brake operation reaction force control unit 14B sets the target brake operation reaction force signal to zero. I do. Therefore, in the control device 14, the brake operation reaction force control unit 14B does not generate the acceleration / deceleration operation reaction force motor drive voltage RSB. Therefore, the acceleration / deceleration operation reaction force motor 9 is not driven, and no brake operation reaction force is applied to the joystick 1.

Subsequently, the process of increasing the forward operating force on the joystick 1 (the process of increasing the throttle operating force)
In the control device 14, the throttle control unit 14C sets a target throttle opening signal based on the acceleration / deceleration operating force signal STB, and further sets a throttle control signal based on the target throttle opening signal and the throttle opening signal ST. Set. Subsequently, in the controller 14, the throttle control unit 14C generates a throttle actuator drive voltage DSA based on the throttle control signal, and applies the throttle actuator drive voltage DSA to the throttle actuator 6. Then, the throttle valve has an opening corresponding to the target throttle opening signal, and the driving force of the engine increases in accordance with the throttle operating force with the joystick 1.

In the control device 14, the throttle operation reaction force control section 14D sets a target throttle operation reaction force signal based on a deviation signal (plus value) between the target throttle opening signal and the throttle opening signal ST. Further, a throttle operation reaction force control signal is set based on the target throttle operation reaction force signal. In the control device 14, the throttle operation reaction force control unit 14D generates an acceleration / deceleration operation reaction force motor drive voltage RSB based on the throttle operation reaction force control signal, and accelerates / decelerates the acceleration / deceleration operation reaction force motor drive voltage RSB. It is applied to the operation reaction force motor 9. Then, the acceleration / deceleration operation reaction force motor 9 is driven, and a throttle operation reaction force is applied to the joystick 1.

Next, at the start of turning the vehicle (here, right turning), the driver moves the joystick 1 rightward to turn the steered wheels W, W to the right. Apply operating force. Then, in the driving operation device A, the turning operation force sensor 2 transmits a turning operation force signal SSR corresponding to the right turning operation force (increase) of the joystick 1 to the control device 14.

In the control device 14, the steering control unit 14E sets a target rack position signal based on the steering operation force signal SSR, and further generates a steering control signal based on the target rack position signal and the rack position signal SR. Set. Subsequently, the control device 14 generates a steering motor drive voltage DSM based on the steering control signal, and applies the steering motor drive voltage DSM to the steering motor 5. Then, the rack shaft 18 moves to the left position corresponding to the target rack position signal, and the steered wheels W, W are steered in the clockwise direction in accordance with the right turning operation force of the joystick 1.

Further, in the control device 14, the steering operation reaction force control unit 14F outputs the target rack position signal and the rack position signal SR.
, A target steering operation reaction force signal is set based on the deviation signal (plus value), and a steering operation reaction force control signal is further set based on the target steering operation reaction signal. And the control device 1
In 4, the turning operation reaction force control unit 14F generates a turning operation reaction force motor drive voltage RSR based on the turning operation reaction force control signal, and outputs the turning operation reaction force motor drive voltage RSR. Apply to the force motor 8. Then, the steering operation reaction force motor 8 is driven, and a steering operation reaction force is applied to the joystick 1.

Next, at the end of turning of the vehicle (here, right turning), the driver applies a rightward operating force on the joystick 1 to return the steered wheels W, W to straight ahead. Weaken and eliminate the right-hand operation force. Then, the driving operation device A
Then, the steering operation force sensor 2 outputs a steering operation force signal SSR corresponding to the right steering operation force (decrease) of the joystick 1.
Is transmitted to the control device 14.

Similarly to the above-described control, in the control device 14, the steering control unit 14E generates a steering motor drive voltage DSM based on the steering operation force signal SSR and the rack position signal SR. D
SM is applied to the steering motor 5. Then, driven by the steering motor 5, the rack shaft 18 moves from the left to the neutral position, and the steered wheels W, W return to the straight running state according to the reduced right-hand steering operation force of the joystick 1.

In the control device 14, since the deviation signal between the target rack position signal and the rack position signal SR has a negative value, the turning operation reaction force control unit 14F sets the target turning operation reaction force signal to zero. . Therefore, in the control device 14,
The turning operation reaction force control unit 14F does not generate the turning operation reaction force motor drive voltage RSR. Therefore, the steering operation reaction motor 8 is not driven, and no steering operation reaction force is applied to the joystick 1.

[0103] During vehicle traveling downhill winding road, to the driver, causing the engine brake by switching from D ₄ range to D ₃ range,
An operating force is applied to the joystick 1 in the clockwise direction.
Then, in the driving operation device A, similarly to the above-described control, the control device 14 outputs a range switching signal DRN in which a command to switch the range to the first speed range is set to the AT control device AC.
Send to U. Then, under the control of the AT control unit ACU, range is switched from the D ₄ range to D ₃ range.
Further, the driver, in order to engine brake by switching from D ₃ range to second speed range,
An operating force is applied to the joystick 1 in the clockwise direction.
Then, in the driving operation device A, similarly to the above-described control, the control device 14 outputs a range switching signal DRN in which a command to switch the range to the first speed range is set to the AT control device AC.
Send to U. Then, under the control of the AT control unit ACU, range is switched to the second speed range from D ₃ range.

In some cases, the range switching control unit 14G determines that the range cannot be switched to the first speed range based on the current range, the engine speed (engine speed), and the like. In this case, in the control device 14, the range switching control unit 14G sets information that can be switched only to the P range side in the range switching determination signal. Subsequently, the control device 14
Then, the range switching control unit 14G sets a range switching signal DRN to the range switching signal DRN based on the range switching determination signal, and transmits the range switching signal DRN to the AT control unit ACU. Therefore, in this case, the range is not switched to the D ₃ range and the second speed range.

[0105] The D ₄ when switching from range to second speed range, the control device 14, the range switching determination signal, sets a possible information switched range from the current range to the first speed range position and the P range side ing. Therefore, in the control device 14, the range switching operation reaction force control unit 14H sets a target range switching operation reaction force signal for not generating the range switching operation reaction force. In the control device 14, the range switching operation reaction force control unit 14H does not generate the range switching operation reaction force motor drive voltage RRN based on the range switching operation reaction force control signal corresponding to the target range switching operation reaction force signal. . Therefore, the range switching operation reaction force motor 10 is not driven at all, and no range switching operation reaction force is applied to the joystick 1. Therefore, the driver can apply a rightward operating force to the joystick 1.

In some cases, the range switching control unit 14G determines that the range cannot be switched to the first speed range based on the current range, engine speed (engine speed), and the like. In this case, in the control device 14, the range switching operation reaction force control unit 14H sets a target range switching operation reaction force signal that disables the right rotation of the joystick 1 (that is, the range switching to the first speed range side). Then, in the control device 14, the range switching operation reaction force control unit 14H
A range switching operation reaction force motor driving voltage RRN is generated based on a range switching operation reaction force control signal corresponding to the target range switching operation reaction force signal, and the range switching operation reaction force motor driving voltage RRN is converted to the range switching operation reaction force motor. 10 is applied. Then, the range switching operation reaction force motor 10 is driven, and a range switching operation reaction force that disables right rotation is applied to the joystick 1. Therefore, the driver cannot apply an operating force to the joystick 1 in the right rotation direction.

By the way, the driver can use the joystick 1
The joystick 1 can be used to perform a range switching operation even when an acceleration / deceleration operation and a steering operation are being performed. Therefore, the range can be switched at a timing desired by the driver, and the engine brake can be effectively applied. The driver may switch the range to the second speed range by operating the sequential mode switch 1b, instead of switching the range to the second speed range by applying the operating force in the right rotation direction to the joystick 1. it can.

At the time of deceleration of the vehicle, the driver applies an operating force from the front to the back to the joystick 1 to decelerate. Then, in the driving operation device A, the acceleration / deceleration operation force sensor 3 transmits an acceleration / deceleration operation force signal STB corresponding to the brake operation force or the throttle operation force of the joystick 1 to the control device 14.

In the process in which the forward operating force on the joystick 1 is weakened (the process in which the throttle operating force is reduced), in the control device 14, the throttle control unit 14C uses the acceleration / deceleration operating force signal STB and the throttle The throttle actuator drive voltage DSA is generated based on the opening signal ST and the throttle actuator drive voltage DSA is applied to the throttle actuator 6. Since the throttle actuator 6 is driven in the direction in which the throttle valve closes as the throttle operating force decreases, the driving force of the engine decreases in accordance with the throttle operating force of the joystick 1.

In the control device 14, since the deviation signal between the target throttle opening signal and the throttle opening signal ST has a negative value, the throttle operation reaction force control unit 14D sets the target throttle operation reaction signal to zero. I do. Therefore, in the control device 14, the throttle operation reaction force control unit 14
D does not generate the acceleration / deceleration operation reaction force motor drive voltage RSB. Therefore, the acceleration / deceleration operation reaction force motor 9 is not driven, and no throttle operation reaction force is applied to the joystick 1.

Subsequently, in the process of increasing the backward operating force on the joystick 1 (the process of increasing the brake operating force), in the control device 14, the brake control unit 14A sends the acceleration / deceleration operating force signal in the same manner as the control described above. A brake actuator drive voltage DBA is generated based on STB and the brake fluid pressure signal SB, and the brake actuator drive voltage DBA is applied to the brake actuator 7. Note that the brake actuator drive voltage DBA increases as the brake operation force increases. Then, the brake fluid pressure in the wheel cylinder increases, the braking force increases in accordance with the increasing brake operating force with the joystick 1, and the vehicle stops eventually.

Further, similarly to the control described above, the control device 1
In 4, the brake operation reaction force control unit 14B sets a target brake operation reaction force signal based on a deviation signal (plus value) between the target brake fluid pressure signal and the brake fluid pressure signal SB, and further sets the target brake operation reaction force signal. A brake operation reaction force control signal is set based on. And in the control device 14,
The brake operation reaction force control unit 14B generates an acceleration / deceleration operation reaction force motor drive voltage RSB based on the brake operation reaction force control signal, and applies the acceleration / deceleration operation reaction motor drive voltage RSB to the acceleration / deceleration operation reaction force motor 9. I do. Then, the acceleration / deceleration operation reaction force motor 9 is driven, and a brake operation reaction force is applied to the joystick 1.

[0113] When parking the vehicle after stopping, the driver to switch from D _4-range to the N range, applying an operating force to the left rotational direction joystick 1. Then, in the driving operation device A, the range switching operation force sensor 4 transmits to the control device 14 a range switching operation force signal SRN corresponding to the P range operation force of the joystick 1.

In the control device 14, the range switching control unit 14
G sets information for requesting range switching to the P range based on the range switching operating force signal SRN in the rotation detection signal, and shifts the range from the current range to the first speed range based on the current range and vehicle speed. And information that can be switched to the P range side is set in the range switching determination signal.
Subsequently, in the control device 14, the range switching control unit 14G sets a range switching signal DRN with a command to switch the range to the P range based on the rotation detection signal and the range switching determination signal. Control device A
Send to CU. Then, under the control of the AT control unit ACU, range is switched to the N range from the D ₄ range.

Subsequently, the driver applies an operating force to the joystick 1 in the counterclockwise direction to switch from the N range to the R range. Then, the driving operation device A transmits a range switching signal DRN in which a command to switch the range to the P range is set to the AT control device ACU, similarly to the control described above. Then, the range is switched from the N range to the R range under the control of the AT control unit ACU. Further, the driver applies an operating force to the joystick 1 in the left rotation direction to switch from the R range to the P range. Then, the driving operation device A transmits a range switching signal DRN in which a command to switch the range to the P range is set to the AT control device ACU, similarly to the control described above. Then, the range is switched from the R range to the P range under the control of the AT control unit ACU. Then, the driver applies the side brake to complete parking.

[0116] When switching from the D ₄ range to the P range, the control unit 14, range to the switching decision signal, by setting information capable of switching the range from the current range to the first speed range position and the P range side I have. Therefore, in the control device 14, the range switching operation reaction force control unit 14H sets a target range switching operation reaction force signal for not generating the range switching operation reaction force. In the control device 14, the range switching operation reaction force control unit 14H does not generate the range switching operation reaction force motor drive voltage RRN based on the range switching operation reaction force control signal corresponding to the target range switching operation reaction force signal. . Therefore, the range switching operation reaction force motor 10 is not driven at all, and no range switching operation reaction force is applied to the joystick 1. Therefore, the driver can apply an operation force to the joystick 1 in the left rotation direction.

According to the driving operation device A, the joystick 1 can perform the acceleration / deceleration operation and the turning operation, and the joystick 1 can perform the range switching operation. Therefore, the driver, without removing the hand from the joystick 1 even during acceleration or deceleration operation and steering operation, the range D _4-range, D ₃ range,
It is possible to switch between the forward speed range of the second speed range and the first speed range, and to switch the range between the forward speed range and the reverse range. In addition, this driving operation device A
Then, the shift gear can be manually switched by the sequential mode switches 1a and 1b of the joystick 1.

Next, a driving operation device B according to a second embodiment will be described. In the vehicle equipped with the driving operation device B, the joystick 51 having the same configuration as the joystick 1 provided in the driving operation device A is used to perform acceleration / deceleration operation, steering operation, and steering operation by CBW control similar to that of the driving operation device A. A range switching operation for shifting can be performed, and a range position switching operation can be performed instead of the AT selector lever.

Here, a vehicle on which the driving operation device B is mounted will be described with reference to FIG. FIG. 11 is a perspective view of the vicinity of the driver's seat of the vehicle on which the driving operation device B is mounted.

The brake system of this vehicle has a brake pedal BP as in a normal vehicle.
The brake operation can be performed by the joystick 51 while the brake operation can be performed by P. Therefore, the brake system of this vehicle has a brake booster and a master cylinder that utilize the negative pressure of the engine and the like, and a pump for generating brake fluid pressure and a proportional solenoid valve (brake actuator) for controlling brake fluid pressure.
Having.

The throttle system of this vehicle has a throttle pedal SP as in a normal vehicle, and the throttle operation can be performed by the throttle pedal SP and the joystick 51. Therefore, the throttle valve of this vehicle is driven in accordance with the depression of the throttle pedal and is driven by a valve drive motor (throttle actuator).

The steering system of this vehicle has a steering wheel SW as in a normal vehicle. The steering operation can be performed by the steering wheel SW and the steering operation can be performed by the joystick 51. Therefore, the steering system of this vehicle has a steering shaft and a rack and pinion mechanism for transmitting the steering force of the driver to the rack shaft, a steering motor (steering actuator) for moving the rack shaft in the axial direction, and a ball screw mechanism. Having.

The transmission system of this vehicle has a range position switching mechanism RP using a selector lever (joystick 51), as in a normal vehicle. 51 allows a range switching operation. Therefore, A of this vehicle
The control device for T receives a signal of range position information from the switching mechanism unit RP or a command signal for range switching from the control device of the driving operation device B, and switches the range according to this signal.

The switching mechanism RP has a mechanism for switching the range position by a gate type, and is arranged on the center console on the left side of the driver's seat. As shown in FIG. 12, the switching mechanism RP includes a P range position PP, an R range position PR, an N range position PN, and a D ₄ range position PD ₄ , D ₃ according to a gate formed on the console upper panel RPa. Range position PD ₃ , 2
There are a speed range position P2, a first speed range position P1, and a CBW position PCBW. Then, the switching mechanism portion RP, P range position the joystick 51 when the joystick 51 is used as the selector lever PP⇔R range position PR⇔N range position PN⇔D ₄ range position PD ₄ ⇔D ₃ range position PD ₃ ⇔2nd speed range position P2⇔1
When the joystick 51 is used as a driving operator for CBW control, the joystick 51 is moved to the CBW position PC.
Fix to BW. FIG. 12 shows the joystick 5
It is a top view of the console upper panel RPa for switching the position of No. 1.

Now, the configuration of the driving operation device B will be described with reference to FIG. The driving operation device B is an AT
And a joystick 51 that is also used as a selector lever. Each of these components has the same operation as each component of the driving operation device A. The joystick 51 includes a CBW switch 51a.
Except for a, the joystick 1 has the same components. These components have the same operation as the components of the joystick 1. Thus, in the second embodiment, only the differences between the joystick 51 and the joystick 1 in the configuration and operation will be described. In the second embodiment, the driving operation device B corresponds to a driving operation device of a vehicle.

Next, the joystick 51 will be described.
The joystick 51 functions as a selector lever for switching a range position in addition to the configuration and operation of the joystick 1. To this end, the joystick 51 includes a CBW changeover switch 51a for the driver to select whether to act as a selector lever or a driving operator for CBW control.

The CBW switch 51a is provided on the rear surface of the joystick 51, and can switch between the normal mode and the CBW mode. When the mode is switched to the normal mode by the CBW switch 51a, the joystick 51 operates as a selector lever, and the P range position PP ポ ジ シ ョ ン R range position P
R⇔N range position PN⇔D ₄ range position P
It is possible to move between D ₄ ⇔D ₃ range position PD ₃ ⇔2nd speed range position P2⇔1st speed range position P1. When the mode is switched to the CBW mode by the CBW changeover switch 51a, the joystick 51 functions as a driving operator of the CBW control, and the CBW position PCBW.
Fixed to Note that CBW changeover switch 51a sets CB
In order to switch to the W mode, the joystick 51 must be located at the CBW position PCBW.

Accordingly, when the driving operation device B is switched to the CBW mode by the CBW changeover switch 51a, it operates in the same manner as the driving operation device A, and the joystick 51 performs acceleration / deceleration operation, steering operation and range switching operation. It becomes possible. The control device (not shown) of the driving operation device B controls the acceleration / deceleration and steering of the vehicle according to each operation force applied to the joystick 51 under the same control as the control device 14 of the driving operation device A. And range switching.

When the vehicle equipped with the driving operation device B is switched to the normal mode by the CBW switch 51a, the brake operation by the brake pedal BP, the throttle operation by the throttle pedal SP, and the steering by the steering wheel SW. The operation and the switching operation of the range position by the joystick 51 become possible. And in this vehicle, the brake pedal BP,
According to each operation on the throttle pedal SP, the steering wheel SW, and the joystick 51, acceleration / deceleration, steering, and switching of the range position are performed.

According to the driving operation device B, a driving operation with the joystick 51 by CBW control is possible in addition to a normal driving operation of the vehicle. Therefore, in a vehicle equipped with the driving operation device B, even when the driving operation cannot be performed by CBW control by the joystick 51 of the driving operation device B due to a failure or the like, the driving operation of the vehicle can be performed by the steering wheel SW or the like. Further, in a vehicle equipped with the driving operation device B, even when a normal driving operation of the vehicle cannot be performed due to a failure or the like, the driving operation of the vehicle can be performed by CBW control using the joystick 51 of the driving operation device B.

As described above, the present invention is not limited to the above-described embodiment, but may be embodied in various forms. For example, in the present embodiment, the driving operation device according to the present invention is applied to an AT car, but the present invention is also applicable to an MT car and a semi-AT car. For example, in the case of an MT vehicle, as in the second embodiment, a joystick is used as a shift lever for switching a transmission gear and a driving operator for CBW control, and a CBW position is set in a shift pattern. I do. Further, in the present embodiment, the driving operation is detected by the operation force applied to the joystick, but the driving operation may be detected by the moving amount or the tilt amount of the joystick. Further, in the present embodiment, the range switching operation is detected by the operation force of the rotation direction to the joystick. However, the range switch operation is detected by the operation force of the joystick in the vertical direction. A configuration in which the range is switched to provide a range may be adopted. In this embodiment, the acceleration / deceleration operation is also performed by the joystick. However, the acceleration / deceleration operation is not performed by the joystick, but the throttle operation is performed by the throttle pedal.
The brake operation may be performed by a brake pedal. The joystick may be provided with switches (such as a SET switch, a RESUME switch, and a CANCEL switch) for auto cruise. In this case, a switch for switching between the acceleration / deceleration operation by the joystick and the acceleration / deceleration operation by the auto cruise is separately provided.

[0132]

The driving operation device for a vehicle according to the present invention can perform a forward shifting operation with the joystick while performing at least a steering operation with the joystick. Therefore, the driver can perform a quick shift operation, and can shift at a timing desired by the driver.

[Brief description of the drawings]

FIG. 1 is an overall configuration diagram of a driving operation device according to a first embodiment.

FIG. 2 is an explanatory diagram of a range that is switched by a range switching operation using a joystick according to the present embodiment.

FIG. 3 is a perspective view of the vicinity of a driver seat of a vehicle on which the driving operation device of FIG. 1 is mounted.

FIG. 4 is a configuration diagram of a brake control unit, a brake operation reaction force control unit, a throttle control unit, and a throttle operation reaction force control unit of the control device of the driving operation device according to the present embodiment.

FIG. 5 is a configuration diagram of a turning control unit and a turning operation reaction force control unit of the control device of the driving operation device according to the present embodiment.

FIG. 6 is a configuration diagram of a range switching control unit and a range switching operation reaction force control unit of the control device of the driving operation device according to the present embodiment.

FIG. 7 is a diagram illustrating a relationship between an operation force applied to a joystick and an output of each operation force sensor according to the present embodiment, and FIG. FIG. 4B is a relationship diagram between the operation force on the joystick in the left-right direction and the output of the steering operation force sensor. (C) is a diagram showing the relationship between the operation force applied to the joystick in the rotation direction and the output of the range switching operation force sensor,

FIG. 8 is a relationship diagram between the output of the acceleration / deceleration operation force sensor and a target control amount according to the present embodiment, and (a) is a relationship diagram between the output of the acceleration / deceleration operation force sensor and the target brake fluid pressure; ,
(B) is a relation diagram between the output of the acceleration / deceleration operation force sensor and the target throttle opening.

FIG. 9 is a diagram illustrating a relationship between an output of a steering operation force sensor according to the present embodiment and a target rack position.

FIG. 10 is a relationship diagram between an output of a range switching operation force sensor and range switching according to the present embodiment.

FIG. 11 is a perspective view of the vicinity of a driver's seat of a vehicle on which a driving operation device according to a second embodiment is mounted.

FIG. 12 is a plan view of a console upper panel for switching the position of the joystick in FIG. 11;

[Explanation of symbols]

 1, 51: Joystick A, B: Driving operation device (vehicle driving operation device)

 ──────────────────────────────────────────────────続 き Continued on the front page F term (reference) 3D030 DB95 3D037 EA01 EB03 EB16 EC05 3D040 AA22 AB01 AC36 AD02 AD04 AD12 AD13 AD15 AF02 AF06 AF26 3J070 AA04 BA17 CC71 DA01 EA12 EA22

Claims (1)

[Claims] 1. A driving operation device for a vehicle, comprising: a joystick provided near a driver's seat and having at least a steering operation element for steering the vehicle, wherein the joystick controls a shift in a forward direction of the vehicle. A driving operation device for a vehicle, further comprising a shift operation element for performing the operation.