JP2002258959A - Vehicle driving device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To allow a driver to drive a vehicle by using the hand and front arm of the driver. SOLUTION: A driving device 10 is constituted of a supporting part for supporting the elbow of a driver, a first lever 14 on which the front arm is put, and a second lever 16 to be gripped by the hand. The first lever is supported so as to be freely rotated right and left, and the second lever 16 is supported so as to be freely rotated up and down. Thus, steering is controlled by the horizontal rotation of the first lever 14, and acceleration and deceleration is controlled by the vertical rotation of the second lever 16. The driving device 10 is arranged between a driver's seat and a passenger's seat, and symmetrically constituted so as to be operated from both the driver's seat and the passenger's seat.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle driving device, and more particularly to a device for driving a vehicle using a driver's hand and forearm.

[0002]

2. Description of the Related Art Driving devices such as circular handles and pedals are determined by their mechanical limitations and are not suitable for the operator's body. There are problems such as necessity. In addition, problems such as lowering of getting on and off, inducing erroneous operation, and difficulty in applying to persons with disabilities are pointed out.

Therefore, various improvements of the driving device have been conventionally proposed. For example, Japanese Patent Application Laid-Open No. H11-296246 discloses a technique in which an operation lever that can be operated in the front, rear, left and right directions is provided, and a steering angle, an accelerator opening, and a braking force are adjusted by detecting an operation amount of the operation lever in the front, rear, left, and right directions. Have been.
Specifically, when the operating lever is operated forward from the neutral position, the braking force is adjusted, and when the operating lever is operated backward, the accelerator opening is adjusted. Further, when the operation is performed in the left-right direction from the neutral position, the steering angle is adjusted.

[0004]

However, in the above prior art, the operation lever can be freely operated from front to back and left and right from the neutral position, so that the operation is easy, but the front and rear operation and the left and right operation are easily mixed, and the steering operation is difficult. There is a problem that the acceleration and deceleration operations easily interfere with each other. Therefore, there is a problem that it is necessary to acquire a driving operation.

Further, since the acceleration / deceleration operation is performed by operating the operation lever back and forth, it is necessary to make the forearm and the elbow smoothly move back and forth, and the problem of complicating the structure and the posture are not sufficient. There is also the problem of becoming stable.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned problems of the related art, and an object of the present invention is to provide a driving device capable of driving a vehicle with a simple operation.

[0007]

SUMMARY OF THE INVENTION To achieve the above object, the present invention relates to a device for driving using a vehicle driver's hand and forearm, comprising a support for supporting the vehicle driver's elbow. And a first part interlocked with the movement of the forearm of the vehicle driver in a state where the elbow of the vehicle driver is supported by the support part.
A first moving unit that outputs a control signal, and is movable independently of the first moving unit, and interlocks with movement of the vehicle driver's hand in a state where the elbow of the vehicle driver is supported by the support unit. And a second moving unit that outputs a second control signal to control the vehicle independently with the first control signal and the second control signal.

Here, the first control signal may be a signal for steering control, and the second control signal may be a signal for acceleration / deceleration control.

Further, the first control signal may be a signal for acceleration / deceleration control, and the second control signal may be a signal for steering control.

In the apparatus, the first moving portion is a first lever rotatably connected to the support portion in a horizontal plane, and the second moving portion is rotatable in a vertical plane. Preferably, it is a second lever connected to the moving part.

In the apparatus, the first moving part may be a first lever rotatably connected to the support part in a horizontal plane, and the second moving part may be along a central axis of the first moving part. It is also preferable to use a second lever which is connected to the first moving portion so as to be movable back and forth.

In the apparatus, the first moving part may be a lever rotatably connected to the support part in a vertical plane, and the second moving part may be turned around a central axis of the first moving part. It is also preferable that the lever is movably connected to the first moving portion.

The first lever has a first portion and a second portion connected to each other at an articulation portion, the first portion is connected to the support portion, and the second portion is connected to the second lever. The first part and the second part are bent at the joint part with the rotation of the first lever, whereby the second part is bent.
Preferably, the parts maintain a fixed direction.

When the second lever is turned up and down to perform acceleration / deceleration control, the second lever can be set to an acceleration side by turning upward and to a deceleration side by turning downward.

Further, when the second lever is moved back and forth to perform acceleration / deceleration control, the second lever can be set to a deceleration side by moving forward, and set to an acceleration side by moving rearward.

In the case where acceleration / deceleration control is performed by rotating the second lever up and down, or when acceleration / deceleration control is performed by moving the second lever back and forth, the second lever is moved within its rotation range or movement range. In the first notch position, the acceleration / deceleration control may be fine deceleration control, and at the second notch position, the acceleration / deceleration control may be current vehicle speed maintenance control. . The fine deceleration control refers to a control such as an engine brake that gradually reduces the speed.

When the second lever is turned up and down to perform acceleration / deceleration control, or when the second lever is moved back and forth to perform acceleration / deceleration control, the second lever is moved within its rotation range or movement range. , A neutral position and a second notch position, the acceleration / deceleration control may be fine deceleration control at the neutral position, and the acceleration / deceleration control may be current vehicle speed maintaining control at the second notch position.

In the case where acceleration / deceleration control is performed by rotating the second lever up and down, or in the case where acceleration / deceleration control is performed by moving the second lever back and forth, the second lever is provided on the second lever. It is preferable to have a release means for releasing a lock for restricting the rotation range of the lock. When the lock is activated, the second lever is set to an acceleration side by upward rotation or rearward movement within a rotation range or a movement range thereof, and is set to a deceleration side by downward rotation or forward movement. When the lock is released, the regulation of the rotation range or the movement range is released, and the rotation range or the movement range is extended downward or rearward,
It is preferable that the setting be made on the reverse side in the extended rotation range or the movement range. In this case, in the extended rotation range, the second lever can be set to a deceleration side at the time of reverse movement by upward rotation and to an acceleration side at the time of reverse movement by downward rotation. Specifically, in the extended rotation range, the reverse vehicle speed is increased by the downward rotation of the second lever, or in the extended rotation range, the reverse vehicle is rotated by the downward rotation of the second lever. The acceleration can be increased.

In the present apparatus, the moving amount with respect to at least one of the first moving unit and the second moving unit,
Means for applying a reaction force according to the road surface condition and the turning angle of the wheels may be provided.

Further, in the present apparatus, there may be provided means for applying a reaction force to at least one of the first moving section and the second moving section in accordance with a moving amount, a vehicle speed and a turning angle of a wheel. .

Further, in the present apparatus, there may be provided means for applying a reaction force to at least one of the first moving section and the second moving section in accordance with a moving amount and a road surface condition.

When the steering is controlled by the present apparatus, it is preferable that the steering amount changes in accordance with the moving amount and the vehicle speed of the moving unit that controls the steering, of the first moving unit or the second moving unit. .

In the apparatus, the second moving section may be provided with a switch for activating a direction instruction, an alarm, or at least one of a wiper.

In the present apparatus, it is preferable that the support portion, the first moving portion, and the second moving portion are provided between a driver's seat and a passenger seat of the vehicle. In this case, it is preferable that the supporting portion, the first moving portion, and the second moving portion, which are components of the present apparatus, are symmetrical.

As described above, in the present apparatus, the driver can perform the driving operation by operating the forearm and the hand while supporting the elbow. By supporting the elbow, the driving posture is stabilized. In addition, since the forearm and the hand are operated independently, interference between steering and acceleration / deceleration control can be effectively prevented, and erroneous operation can be prevented. Since this device requires only the operation of the hand and the forearm, the operation is simple and easy to learn.

When this device is mounted on a vehicle, it can be provided on the side of the driver's seat, but in the case of a car, it is provided between the driver's seat and the passenger's seat so that only the driver in the driver's seat can use it. The passenger in the passenger seat can also be operated. Such operability is particularly effective during long-time operation.

[0027]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings, taking an example in which the present invention is applied to an automobile.

FIG. 1 is a plan view of a vehicle driving device according to the present embodiment. The driving device 10 includes a driver seat 12
And the passenger seat 13. The driving device 10 also functions as an armrest for the driver, and the driver operates the driving device 10 with the elbow and the forearm placed thereon. The driving device 10 is formed symmetrically to the left and right, so that any one of the driver in the driver seat 12 and the passenger in the passenger seat 13 can operate the driving device 10.

FIGS. 2 and 3 show an enlarged plan view and a side view of the operating device 10 shown in FIG. The driving device 10 includes an elbow support 15, a first lever 14, and a second lever 16. The elbow support 15 is rotatably supported in a horizontal plane about the center of rotation, and the first lever 1
Numeral 4 is connected to the elbow support 15 and is rotatable with the elbow support 15 right and left around the center of rotation in a horizontal plane. The first lever 14 functioning as a first moving unit has a sensor (not shown) for outputting the left and right rotation amounts to the outside as an electric signal, and the steering of the automobile is controlled based on the electric signal. More specifically, right steering is performed by turning the first lever 14 to the right, and left steering is performed by turning the first lever 14 to the left. Further, the second lever 16 functioning as a second moving portion is connected to the end of the first lever 14 opposite to the elbow support portion 15, and as shown in FIG.
The lever 16 is rotatably supported in a vertical plane. The second lever 16 has a sensor (not shown) for outputting the amount of vertical rotation as an electric signal to the outside, and acceleration / deceleration of the vehicle is controlled based on the electric signal. More specifically, the second lever 16 is accelerated by rotating the lever upward, and decelerated by rotating the second lever 16 downward.

The left and right rotation range of the first lever 14 can be set to, for example, a range of ± 30 degrees to ± 40 degrees in consideration of being disposed between the driver's seat 12 and the passenger's seat 13.

FIG. 4 shows that the driver in the driver's seat 12
The operation state when 0 is operated is shown. A driver (an occupant operating the driving device 10) places the elbow on the support 15, places the forearm on the first lever 14, and hands the second lever 1.
6 is gripped. The driver swings the first arm 14 left and right by swinging the forearm left and right while supporting the elbow. The second lever 16 is rotated up and down by bending the wrist up and down while supporting the elbow and the forearm. Note that the left and right rotation of the first lever 14 by the forearm and the vertical rotation of the second lever 16 by the hand (or wrist) are performed independently of each other. Also note that the part (hand) of the driver operating the first lever 14 and the part (hand) of operating the second lever 16 are different from each other. This facilitates independent control of steering and acceleration / deceleration.

Incidentally, as shown in FIG.
4 rotates left and right, the second lever 1
The direction of 6 will also change. Therefore, as shown in FIG. 5, the first lever 14 is composed of two parts, a first part 14a and a second part 14b, which are connected by a joint,
The first part 14a is connected to the support part 15 and rotates left and right with the support part 15, while the second part 14b is bent at the joint part so as to move in parallel with the rotation and maintains the same direction. It can also be. Thereby, even if the first lever 14 is rotated left and right to perform steering adjustment,
Since the second lever 16 always faces in the same direction (front-rear direction), the driver always has the same feeling as the second lever 16.
Can be used to adjust acceleration / deceleration. In addition, the approach of the lever to the passenger seat side can be reduced.

Further, as shown in FIG.
Reference numeral 6 denotes a shape that the driver grips with the palm of the hand, but as shown in FIG. 6, the planar shape is an inverted T-shape, the index finger is arranged along the center front projection, and the other fingers are left and right. The shape may be such that it can be applied to the protrusion.

As described above, in the present embodiment, the first lever 14 is rotated left and right by the forearm with the elbow supported,
The driving operation is performed by rotating the second lever 16 up and down by hand. By increasing the reaction force according to the amount of fluctuation from the neutral position, more stable operation is possible.

FIG. 7 shows the relationship between the amount of rotation (displacement) of the first lever 14 and the second lever 16 and the reaction force.
In the figure, the horizontal axis represents the amount of rotation (displacement). In the case of the first lever 14, the amount of right rotation (the amount of right rotation) and the amount of left rotation (the amount of left rotation). Rotation amount (acceleration amount)
And the lower rotation amount (deceleration amount). By increasing the reaction force, that is, the force trying to return to the original position, as the amount of rotation increases,
Unnecessary rotation is reliably prevented, and stable operation is possible. The reaction force can be applied by a spring or other elastic member, pneumatic or hydraulic or electric motor.

In FIG. 7, the amount of rotation and the reaction force are subject to left and right or up and down, but may be asymmetrical in right and left or up and down. For example, even with the same amount of rotation, the upper reaction force can be made larger than the lower reaction force.

In FIG. 7, the amount of rotation and the reaction force have a linear relationship. However, the amount of rotation may be non-linear. If the amount of rotation exceeds a certain value, the reaction force is set to zero up to a certain amount of rotation. May start to generate a reaction force.

It is also preferable to change the relationship between the amount of rotation and the reaction force according to the speed of the vehicle. In FIG.
The relationship between the amount of rotation and the reaction force when changed according to the vehicle speed is illustrated. In the case of the first lever 14, the reaction force increases as the rotation amount increases, but the reaction force increases as the vehicle speed increases even with the same rotation amount. Further, in the second lever 16, as the speed increases, the zero point of the reaction force shifts to the deceleration side, that is, the lower side, and the downward rotation is facilitated.

It is also preferable to change the relationship between the rotation and the reaction force according to the road surface condition. Specifically, a road surface roughness, a coefficient of friction with the road surface, a road surface protrusion, and the like are input, and the reaction force is adjusted based on these. In the case of mechanical steering using the steering wheel, a reaction force corresponding to the road surface state is transmitted through the steering wheel, and the driver can indirectly recognize the road surface state. When steering electrically, there is no such reaction force. Therefore, by generating a reaction force corresponding to the road surface state and applying the reaction force to the first lever 14 or the second lever, it is possible to notify the driver of the road surface state.

In addition to changing the reaction force with the rotation, for example, the relationship between the left-right rotation amount of the first lever 14 and the steering angle may not be a simple linear relationship but may be a fixed relationship.

FIG. 9 illustrates the relationship between the left-right rotation amount of the first lever 14 and the steering angle. When the first lever 14 is turned clockwise, it turns right. However, the steering angle gradually increases until the rotation amount reaches a certain value, and when the rotation amount exceeds a certain value, the steering angle sharply increases. With such characteristics, the vehicle can run stably on a straight road and can run on an arbitrary curved road within a limited rotation range.

As in the case of the reaction force, the relationship between the turning amount and the steering angle can be changed according to the vehicle speed. FIG. 10 shows an example in which the relationship between the amount of rotation and the steering angle is changed according to the vehicle speed. As the vehicle speed increases, the steering angle is reduced even with the same amount of rotation to ensure stability at high speed running. Of course, other characteristics are also possible.

On the other hand, the relationship between the amount of vertical rotation of the second lever 16 and the amount of acceleration / deceleration can also be a predetermined relationship.

FIG. 11 schematically shows the relationship between the vertical rotation of the second lever 16 and the acceleration. Second lever 1
As described above, the upper lever 6 is accelerated by rotating upward, and is decelerated by rotating downward. However, the second lever 16 has two notch positions within its rotational range. Fine deceleration is performed at the first notch position. This fine deceleration can be said to be a state in which neither the accelerator nor the brake is applied and the vehicle is decelerated by engine braking or regenerative braking. The first notch position may be a neutral position, in which case the neutral position and the second notch position exist in the rotation range. At the second notch position, constant speed control for maintaining the current vehicle speed is performed. That is, the accelerator control is performed so as to maintain the current vehicle speed. As shown in the drawing, when the second lever 16 is turned upward beyond the second notch position, the speed is accelerated, and when the second lever 16 is turned downward beyond the second notch position, the speed is reduced.

The upper and lower turning range of the second lever 16 is constant, but the lower limit (lower limit position) of the turning range is regulated by a lock mechanism, and the lock mechanism is released as appropriate. The rotation range may be extended as much as possible. The expansion of the rotation range will be further described later.

As described above, it is possible to accelerate and decelerate by rotating the second lever 16 up and down within a fixed rotation range.
When traveling by car, a reverse (back) is also required. It is also possible to provide a separate gear device, and after the operator sets the reverse gear, turn the second lever 16 upward beyond the second notch position to move backward. However, in this embodiment, another reverse is possible. The configuration will be described.

FIG. 12 shows another configuration of the second lever 16. A lock release lever 17 is provided on a part of the second lever 16. The driver releases this unlock lever 1
By operating the switch 7 downward, a lock mechanism (not shown) that regulates the vertical rotation range is released, and the rotation range illustrated in FIG. 11 is extended downward.

FIG. 13 schematically shows the operation of the driver when releasing the lock mechanism. When the driver rotates the second lever 16 downward, the speed is reduced, and when the driver rotates to the lowermost position, the vehicle is in a maximum deceleration (full brake) state. Normally, the second lever 16 is moved beyond this position.
Cannot be rotated downward, but by operating the lock release lever 17, the second lever 16 can be further rotated downward. In this embodiment, when the lock mechanism is released and the second lever 16 is rotated beyond the lowermost position, the mode shifts to the reverse mode. Specifically, the gear device may be automatically set to the reverse gear by using the trigger that the lock mechanism is released and the second lever 16 is set within the extended rotation range as a trigger.

FIG. 14 shows the relationship between the rotation of the second lever 16 in the reverse mode and the vehicle speed at the reverse.
Note that only the extended rotation range of the rotation range of the second lever 16 is shown. In the extended range of rotation, the second
When the lever 16 is turned downward, the vehicle speed during reverse travel increases. At the uppermost position of the extended rotation range, the vehicle speed during reverse travel is adjusted to be zero. The uppermost position of the extended rotation range is regulated by the lock mechanism, and unless the lock mechanism is released, the second lever 16 is not moved when the vehicle is moving backward.
Does not return to the original rotation range shown in FIG.

FIG. 15 shows the relationship between the rotation of the second lever 16 in the reverse mode and the acceleration at the time of reverse. In the extended rotation range, when the second lever 16 is rotated downward, the vehicle speed at the time of reverse travel increases, and at a certain position, the acceleration becomes zero. This position can be a notch position. Then, when turning upward beyond this position, the acceleration at the time of reverse movement becomes minus, that is, deceleration.

In either of FIGS. 14 and 15, by rotating the second lever 16 up and down in the extended rotation range, it is possible to move backward at a desired speed.

When shifting from the reverse mode to the normal forward mode, the lock mechanism is released by operating the lock release lever 17 at the uppermost position of the extended rotation range as shown in FIG. , Second beyond top position
The lever 16 is turned upward.

As a result, the second lever 16 returns to the turning range shown in FIG. 2 and enters the forward mode. In particular,
The gear device may be automatically set to the forward gear by triggering the setting of the second lever 16 in the original rotation range.

Although the embodiment of the present invention has been described above, the present invention is not limited to this, and various modifications are possible.

For example, as shown in FIG. 17, a switch (turn signal switch) 18 for turning direction, a switch (horn switch) 20 for alarm,
A wiper operation switch 22 (on the back side of the second lever 16) may be provided. Although the horn switch 20 and the wiper operation switch 22 are provided on the right side of the second lever 16 in the drawing, it is preferable to provide them on the left side from the viewpoint of symmetry.

Further, in the present embodiment, the second lever 16 is configured to be rotatable in the vertical direction, but may be configured to be movable in the front-rear direction.

FIGS. 18 and 19 show another plan view and a side view of the driving device 10, respectively. The first lever 14 is connected to the support portion 15 and rotates left and right around the center of rotation, while the second lever 16 moves along the central axis of the first lever 14 as shown in FIG. ,
That is, it is configured to move back and forth. The driver
Place the elbow on the support part 15 and support it.
And turn it left and right. Also, lightly apply the palm to the second
The second lever 16 is moved back and forth by placing it on the lever 16 and slightly turning the wrist. The steering control is performed by the left and right rotation of the first lever 14, and the acceleration and deceleration control is performed by the movement of the second lever 16. The direction of acceleration / deceleration can be, for example, deceleration by moving the second lever 16 forward, and acceleration by moving the second lever 16 later.

In this embodiment, when the second lever 16 is rotated up and down to perform acceleration / deceleration control, FIGS.
The setting of the notch position, the release of the lock, and the transition to the reverse mode have been described as shown in FIG. 16, but the acceleration / deceleration control is performed by moving the second lever 16 back and forth as shown in FIGS. 18 and 19. Similarly, the notch position can be set, the lock can be released, and the mode can be shifted to the reverse mode. Specifically, it is only necessary to operate the lock release lever at the last position to extend the movement range to the rear side, and to shift to the reverse mode when the second lever 16 is set in the extended movement range.

In this embodiment, the steering control and the acceleration / deceleration control are performed by the forearm, but the acceleration / deceleration control by the forearm and the steering control by the hand may be performed.

FIGS. 20 and 21 show another plan view and a side view of the driving device 10, respectively. Support part 1
The second lever 16 is connected to 5, and the first lever 14 is connected to the other end of the second lever 16. The second lever 16 is rotatable up and down around the center of rotation of the support 15,
The first lever 14 is rotatably supported right and left around the central axis of the second lever 16. The driver places his elbow on the support 15 and his forearm on the second lever 16. Also, the first lever 14 is gripped by hand. By moving the forearm up and down, the second lever 16 is turned up and down.
Acceleration / deceleration control is performed by the vertical rotation of. In particular,
By rotating the forearm upward, acceleration can be performed, and by rotating the forearm downward, deceleration can be performed. The first lever 14 is rotated left and right by rotating the hand (wrist), and the steering control is performed by the left and right rotation of the first lever 14.
Specifically, the right steering is performed by turning the hand to the right, and the left steering is performed by rotating the hand to the left. In this example, the first lever 14
Functions as a second moving unit that performs acceleration / deceleration control, and the second lever 16 functions as a first moving unit that performs steering control.

In the present embodiment, the driving device 10 is provided between the driver's seat 12 and the passenger's seat 13, but may be provided on the right side of the driver's seat 12.

Further, in the present embodiment, the description has been given by taking the automobile as an example, but the present invention can be similarly applied to other vehicles. For example, when applied to a forklift, the first lever 14
To control the steering and the second lever 16 to control the elevation of the fork.

Further, in the present embodiment, the driving device is set between the driver's seat 12 and the passenger's seat 13, but the following method can be considered to prevent disturbance (unintentional operation) from a non-driver.

(1) A driver and a non-driver are distinguished by an armrest-shaped device. That is, if the armrest is put out, the driver becomes a non-driver and prevents interference with the driving device (operation of the driving device is disabled). The driver stores the armrest.

(2) Interference is prevented by shifting the positions of the driver's seat and the passenger seat back and forth. For example, the operation of the driving device is disabled by shifting the passenger seat side backward.

As described above, according to the present invention,
The vehicle can be driven with a simple operation.

[Brief description of the drawings]

FIG. 1 is a plan view of an embodiment.

FIG. 2 is a plan view of the driving device.

FIG. 3 is a side view of the driving device.

FIG. 4 is an explanatory diagram of an operation state of a driving device by a driver.

FIG. 5 is a plan view of another driving device having a link mechanism.

FIG. 6 is a plan view of another driving device.

FIG. 7 is a graph showing the relationship between the amount of rotation (displacement) and the reaction force.

FIG. 8 is a graph showing a relationship between a rotation amount (displacement), a vehicle speed, and a reaction force.

FIG. 9 is a graph showing a relationship between a rotation amount (displacement) and a steering angle.

FIG. 10 is a graph showing a relationship between a rotation amount (displacement), a vehicle speed, and a steering angle.

FIG. 11 is an explanatory diagram showing a relationship between a rotation range of a second lever and acceleration / deceleration.

FIG. 12 is another plan view of the second lever.

FIG. 13 is an explanatory diagram of a second lever operation state when shifting to the reverse mode.

FIG. 14 is an explanatory diagram showing a relationship between a rotation range of a second lever and a reverse speed in a reverse mode.

FIG. 15 is an explanatory diagram illustrating a relationship between a rotation range of a second lever and a reverse acceleration in a reverse mode.

FIG. 16 is an explanatory diagram of a second lever operation state when shifting to the forward mode.

FIG. 17 is a plan view of a second lever of another operating device.

FIG. 18 is a plan view of another driving device.

FIG. 19 is a side view of another driving device shown in FIG. 18;

FIG. 20 is a plan view of another driving device.

FIG. 21 is a side view of another driving device shown in FIG.

[Explanation of symbols]

Reference Signs List 10 operating device, 14 first lever, 15 support, 1
6 Second lever.

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) G05G 5/00 G05G 5/00 D 5/03 5/03 A 5/05 5/05 (72) Inventor Kisaburo Hayakawa 41, Chukku Yokomichi, Nagakute-cho, Aichi-gun, Aichi Prefecture Inside Toyota Central R & D Laboratories Co., Ltd. In-house (72) Inventor Hideyuki Mukai 41-Cho, Yokomichi, Nagakute-cho, Aichi-gun, Aichi Prefecture Inside Toyota Central Research Laboratory Co., Ltd. 1 F-term in Toyota Central Research Laboratory Co., Ltd. (reference) 3D030 DB95 3G065 CA23 GA46 JA02 JA09 JA11 JA13 3J070 AA03 AA24 BA41 CC03 CC07 CD11 CD31 CE04 DA01 EA32

Claims (23)

[Claims] 1. An apparatus for driving using a hand and a forearm of a vehicle driver, comprising: a support portion for supporting an elbow of the vehicle driver; and an elbow of the vehicle driver supported by the support portion. A first moving unit that outputs a first control signal in conjunction with movement of the forearm of the vehicle driver in a state, and is movable independently of the first moving unit; And a second moving unit that outputs a second control signal in conjunction with movement of the vehicle driver's hand while supporting the vehicle, and wherein the first control signal and the second control signal independently control the vehicle. A vehicle driving device characterized by controlling: 2. The vehicle driving device according to claim 1, wherein the first control signal is a signal for steering control, and the second control signal is a signal for acceleration / deceleration control. 3. The vehicle driving device according to claim 1, wherein the first control signal is a signal for acceleration / deceleration control, and the second control signal is a signal for steering control. 4. The device according to claim 1, wherein the first moving unit is a first lever rotatably connected to the support unit in a horizontal plane, and the second moving unit. Is rotatable in the vertical plane.
A vehicle driving device, which is a second lever connected to the moving unit. 5. The device according to claim 1, wherein the first moving unit is a first lever rotatably connected to the support unit in a horizontal plane, and the second moving unit. Is a second lever connected to the first moving unit so as to be movable back and forth along a central axis of the first moving unit. 6. The device according to claim 1, wherein the first moving unit is a lever rotatably connected to the support unit in a vertical plane, and the second moving unit is A vehicle driving device, comprising: a lever rotatably connected to the first moving unit so as to be rotatable around a central axis of the first moving unit. 7. The device according to claim 4, wherein the first lever has a first portion and a second portion connected to each other by an articulation portion, wherein the first portion is the support portion. The second part is connected to the second lever, and the first part and the second part are connected with the rotation of the first lever.
The vehicle driving device according to claim 1, wherein the portion is bent at the joint, whereby the second portion maintains a fixed direction. 8. The vehicle driving apparatus according to claim 4, wherein the second lever is set to an acceleration side by turning upward and to a deceleration side by turning downward. 9. The vehicle driving apparatus according to claim 5, wherein the second lever is set to a deceleration side by a forward movement and to an acceleration side by a rear movement. 10. The device according to claim 4, wherein the second lever has a first notch position and a second notch position within a rotation range or a movement range thereof, and the first lever has a first notch position. The vehicle driving device, wherein the acceleration / deceleration control is a fine deceleration control at a notch position, and the acceleration / deceleration control is a current vehicle speed maintenance control at the second notch position. 11. The device according to claim 4, wherein the second lever has a neutral position and a second notch position within a rotation range or a movement range of the second lever. The vehicle driving device, wherein the acceleration / deceleration control is fine deceleration control, and the acceleration / deceleration control is current vehicle speed maintenance control at the second notch position. 12. The device according to claim 4, further comprising: a release unit provided on the second lever, for releasing a lock for restricting a rotation range or a movement range of the second lever. A vehicle driving device, comprising: 13. The device according to claim 12, wherein when the lock is operated, the second lever is rotated upward or downward within the rotation range or the movement range of the second lever to move the second lever upward or downward. If the lock is released by the release means by the side rotation or forward movement, the lock is released,
The restriction of the rotation range or the movement range is released, and the rotation range or the movement range is extended downward or rearward, and the extended rotation range or the movement range is set to the reverse side. Vehicle driving device. 14. The device according to claim 13, wherein in the extended rotation range, the second lever is set to a deceleration side when the vehicle is moving backward by rotating upward, and to an acceleration side when the vehicle is moving backward when rotating downward. A vehicle driving device, comprising: 15. The vehicle driving device according to claim 13, wherein in the extended rotation range, the reverse vehicle speed is increased by the downward rotation of the second lever. 16. The vehicle driving apparatus according to claim 13, wherein the reverse acceleration of the second lever is increased by rotating the second lever downward in the extended rotation range. 17. The apparatus according to claim 1, further comprising: applying a reaction force to at least one of the first moving unit and the second moving unit in accordance with a moving amount. A vehicle driving device, comprising: 18. The apparatus according to claim 1, further comprising: a reaction force according to a moving amount and the vehicle speed with respect to at least one of the first moving unit and the second moving unit. A vehicle driving device, comprising: 19. The apparatus according to claim 1, further comprising: a moving amount, a road surface state, and a wheel turning angle with respect to at least one of the first moving unit and the second moving unit. Means for giving a corresponding reaction force; and a vehicle driving device comprising: 20. The apparatus according to claim 2, wherein, of the first moving unit or the second moving unit, a moving amount, a vehicle speed, and a wheel turning angle of a moving unit that controls steering. A vehicle driving device, wherein a steering amount changes according to the steering amount. 21. The apparatus according to claim 2, further comprising: a switch provided on the second moving unit, for activating a direction instruction, at least one of an alarm, and a wiper. Characteristic vehicle driving device. 22. The device according to claim 1, wherein the support portion, the first moving portion, and the second moving portion are provided between a driver's seat and a passenger seat of the vehicle. Vehicle driving device. 23. The vehicle driving device according to claim 22, wherein the support portion, the first moving portion, and the second moving portion are bilaterally symmetric.