JP2006155228A - Input device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an input device for further facilitating driving of a vehicle. <P>SOLUTION: The vehicle is provided with the input device 1 enabling a variety of operations such as steering, accelerating and deaccelerating with one hand. Steering of the vehicle is made by rotating a grip 5 around the steering turning axis line Ls, while accelerating the vehicle is made by turning down the grip 5 via an arm 9 around the steering turning axis line Lg. The grip 5 is provided with an operation lever 11 to operate for deaccelerating. The operation lever 11 can turn around a deacceleration turning axis line Ld by using its base end as a supporting point. For example, supporting a grip 5b with a right thumb and pulling in with other four fingers. According, grasping the grip 5 enables turning so that deaccelerating the vehicle is made by grasping the grip 5 and turning the operation lever 11 toward your side. The grip 5 is provided with an automatic cruise switch button 36 for activating automatic cruise function. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to an input operation device that is used during a driving operation of a vehicle and performs various operations using a driver's hand and forearm.

  Conventionally, for example, a circular steering or a pedal has been used as an input operation device that is operated during vehicle operation. By the way, the shape of these input operation devices is determined due to mechanical constraints, so they are not necessarily suitable for the driver's body, and fatigue accumulation during long-time driving and long-term driving acquisition training are required. There are problems such as being necessary. Therefore, for example, Patent Document 1 discloses an input operation device having a structure in which driving operations such as acceleration / deceleration and steering are simplified.

FIG. 23 is a plan view of the input operation device disclosed in Patent Document 1, and FIG. 24 is a side view thereof. The input operation device 61 has a first lever 63 that can be pivoted left and right within a horizontal plane around the elbow support 62 as a pivot center, and a tip of the first lever 63 that can pivot within a vertical plane. And a second lever 64 that is pivotally supported. When the first lever 63 is rotated to the left, the vehicle is steered to the left, and when the first lever 63 is pivoted to the right, the vehicle is steered to the right. Further, when the second lever 64 is rotated upward, the vehicle is accelerated, and when the second lever 64 is rotated downward, the vehicle is decelerated.
JP 2002-258959 (page 4-7, FIG. 3)

  By the way, in a normal vehicle, various switches for operating, for example, a turn signal lamp (blinker), a headlight, a wiper and the like are arranged in a driver's seat. In addition, depending on the vehicle, there is a vehicle type in which an auto-cruise switch is provided that maintains a constant vehicle speed when a switch operation is performed. However, since these operation switches are arranged on the instrument panel or the like, the switch operation is performed with a free hand that does not operate the input operation device 61, and an input operation that requires only one hand operation during traveling. The advantage of the device 61 is reduced.

  An object of the present invention is to provide an input operation device that can more easily perform a driving operation of a vehicle.

  In order to solve the above problems, in the invention described in claim 1, in the input operation device that is operated during driving operation of the vehicle and performs various operations using the driver's hand and forearm, A grip, an input operation mechanism that is operated when steering and accelerating / decelerating the vehicle at least, and an operation of a driver's hand holding the grip is used as an input operation, and a traveling system device mounted on the vehicle is operated. The gist of the invention is that it includes an operating means that operates when the operating means is operated, and a control means that operates the traveling system device based on an operation signal when the operating means is operated.

  According to the present invention, since the operation means can be operated in a state where the input operation device is operated, that is, in a state where the grip of the input operation device is gripped, the free hand for operating the operation means is used. There is no need to use the vehicle, and the vehicle can be operated more easily.

  In the invention according to claim 2, in the invention according to claim 1, the input operation mechanism includes an armrest that supports at least a part of the driver's forearm, and at least a part of the forearm of the driver on the armrest. Is supported, and a first input operation unit that inputs rotation of the grip accompanying rotation of a wrist around an axis extending in parallel with the forearm, and at least a part of the forearm of the driver is on the armrest. In a supported state, a second input operation unit that uses the movement of the grip as the hand rotates around the wrist as an input operation, and at least a part of the forearm of the driver supported by the armrest A gist of the invention is that it includes a third input operation unit that uses a grip of the driver as an input operation.

  According to this invention, in addition to the operation of the invention described in claim 1, when driving a vehicle, by operating the first input operation unit, the second input operation unit, and the third input operation unit, for example, The vehicle travels by performing acceleration operation, deceleration operation, steering operation, and the like. The operation using the first input operation unit is an operation of rotating the grip around an axis extending in parallel with the forearm, and the operation using the second input operation unit moves the grip with the rotation of the hand around the wrist. The operation of the third input operation unit is an operation of applying a gripping force to the grip.

  Therefore, each operation of the first input operation unit, the second input operation unit, and the third input operation unit is an operation by an independent hand movement. By the way, when two driving operations are performed with one input operation unit, when the operation by the input operation unit is switched from a predetermined operation to another operation, it is necessary to return the input operation unit to the original amount corresponding to the operated stroke. There is a problem that the operation cannot be performed quickly. However, if the input operation device of the present invention is used, for example, when deceleration is performed from acceleration or vice versa, the switching can be performed immediately without time lag, and time is required for switching between acceleration and deceleration. Such a problem does not occur.

  According to a third aspect of the present invention, in the first or second aspect of the present invention, the operating means is disposed at a site where a thumb can reach when a driver grips the grip. The input operation device according to 2. (Operation / Effect) According to the present invention, in addition to the operation of the invention according to claim 1 or 2, the finger capable of performing the finest operation among the five fingers of the person is the thumb. The gist of the invention is that if the operating means is arranged at a site where the thumb reaches when the grip is gripped, the operating means is operated by the thumb, and the operating means can be finely operated.

  According to this invention, in addition to the action of the invention according to claim 1 or 2, when the driver grips the grip, the finger that can perform the finest operation among the five fingers of the person is the thumb. If the operating means is arranged at a site where the thumb can reach the operating means, the operating means is operated by the thumb, and fine operation of the operating means becomes possible.

  According to a fourth aspect of the present invention, in the invention according to any one of the first to third aspects, when the operating means is operated, the operating state of the operating means is set so as to maintain the pushed state. A locking mechanism to be maintained, and after the operation means is operated and the operation state is maintained by the locking mechanism, the operation is released when the operation to be released is performed by the input operation mechanism. The gist of the present invention is that the operating mechanism includes a return mechanism that releases the locked state by the locking mechanism and mechanically returns the operating means to the original neutral position.

  According to this invention, in addition to the operation of the invention according to any one of claims 1 to 3, after the operation means is operated and the operation state is maintained by the locking mechanism, the operation to be released from the operation state is performed. When the input operation mechanism is used, the return mechanism is operated using the movement as an operation force, and the operation means returns to the original neutral position. Therefore, the operation when the input operation mechanism is operated can be used for the return of the operation means. When the operation means of this type of structure is used, it is not necessary to prepare a special actuator for the return. .

  According to a fifth aspect of the present invention, in the fourth aspect of the present invention, the traveling system device is a constant speed traveling control device that maintains the speed of the vehicle at a constant speed, and the third input operation unit includes: The operation unit is operated when the vehicle is decelerated, and the return mechanism releases the locked state by the locking mechanism using the gripping force as an operating force when the third input operation unit is gripped. Then, the gist is to return the operation means to the original neutral position to cancel the constant speed state by the constant speed traveling control device.

  According to the present invention, in addition to the operation of the invention described in claim 4, in order to release the constant speed traveling control device in the constant speed state, it is a condition that a deceleration operation, that is, a braking operation is performed. It is common. Here, if the third input operation unit that uses the grip of the driver's hand as an input operation is an operation unit for deceleration, a constant speed is provided in the vicinity of the input operation unit that applies a return force to the neutral position to the operation means. The operating means for operating the travel control device is in a positioned state. Therefore, even if a structure for mechanically returning the operation means to the neutral position in conjunction with the input operation of the input operation section is used, the input operation section and the operation means are close to each other, so that the return mechanism is simple. Just do it.

  The invention according to claim 6 is the invention according to any one of claims 2 to 5, wherein the traveling system device is a direction indicating device that indicates a traveling direction of the vehicle, and the first input. The operation unit is an operation unit that is operated when the vehicle is steered, and the operation unit is arranged on an upper surface of the grip.

  According to the present invention, in addition to the operation of the invention according to any one of claims 2 to 5, the first input operation unit that uses the wrist rotation around the axis extending in parallel with the forearm as the input operation is used for steering. Since the operation unit is used, steering is performed by an operation of rotating the grip around the axis. Therefore, when the steering operation is in this form, if the operation means for operating the direction indicating device is arranged on the upper surface of the grip, the operation means can be operated with the force applied in the operation direction during the steering operation. Therefore, high operability of the operation means is ensured. That is, for example, when the right steering is performed, it is possible to perform the right operation (right lighting operation of the direction indicating device) with the force applied in the right operation direction, and in the left operation direction when the left steering is performed. Once applied, the operation means can be operated to the left (the left lighting operation of the direction indicating device). Therefore, the operation means can be operated easily and high operability is ensured.

  According to a seventh aspect of the present invention, in the invention according to any one of the first to sixth aspects, an operation direction of the input operation mechanism during a steering operation, an acceleration operation or a deceleration operation, and an operation of the operation means The gist is that the direction is the same direction.

  According to this invention, according to the invention described in any one of the first to sixth aspects, when the operation direction of the input operation mechanism is the same as the operation direction of the operation means, it is given when the input operation mechanism is operated. Since the operating means can be operated with the force in the operating direction, the operating means can be operated easily, and high operability is ensured.

  According to the present invention, driving operation of a vehicle can be performed more easily.

(First embodiment)
Hereinafter, a first embodiment of an input operation device embodying the present invention will be described with reference to FIGS.

  1 to 3 are various views showing the input operation device 1, FIG. 1 is a side view, FIG. 2 is a plan view, and FIG. 3 is a view as seen from the front of the vehicle. FIG. 4 is a view of the input operation device 1 as seen from the front of the vehicle. As shown in FIGS. 1 to 3, the input operation device 1 is an operation system member for performing various traveling operations of the vehicle. In this example, the one input operation device 1 is used with one hand (for example, the driver's right hand). ), The vehicle can be steered (steering operation), accelerated (accelerator operation), and decelerated (braking operation).

  As shown in FIG. 4, an armrest 3 used as an elbow rest is attached to the inside of the vehicle door 2, and a driver's forearm (right forearm) is supported laterally on the side end of the armrest 3. A side member 4 is erected. The armrest 3 extends substantially in the front-rear direction of the vehicle and substantially horizontally, and the side member 4 extends in parallel with the armrest 3. The input operation device 1 is attached to the vehicle in a state in which the input operation device 1 is partially embedded in the recess 2 a on the inner side surface of the door 2 and supported by the side member 4. The armrest 3 constitutes an input operation mechanism.

  As shown in FIG. 1, the input operation device 1 includes a grip 5 that can be gripped with a right hand by a driver sitting on a seat. The grip 5 is made of, for example, resin, and has a shape including a main body portion 5a located on the base end side and a grip portion 5b on the distal end side integrated with the main body portion 5a. The main body 5a has a substantially egg shape in outer shape, and the shape of a cross section orthogonal to the steering rotation axis Ls is an elliptical shape. In addition, the grip portion 5b has a substantially flat plate shape and serves as a portion to be gripped when the driver operates the input operation device 1.

  The input operation device 1 includes a steering input operation unit 6 that is operated when the vehicle is steered, an acceleration instruction input operation unit 7 that is operated when the vehicle is accelerated, and a deceleration instruction input operation unit 8 that is operated when the vehicle is decelerated. I have. First, the outline of the steering input operation unit 6 will be described. The grip 5 can rotate around the steering rotation axis Ls (see FIG. 3), and can be rotated by rotating the wrist around the steering rotation axis Ls. is there. Therefore, the steering operation of the vehicle is performed by rotating the grip 5 about the steering rotation axis Ls. For example, when the grip 5 is rotated to the right, the vehicle is steered to the right, while when the grip 5 is pivoted to the left, the vehicle is steered to the left.

  Further, the outline of the acceleration instruction input operation unit 7 will be described. A substantially U-shaped arm 9 extends from the grip 5, and the base end of the arm 9 is connected to the apparatus main body 10 of the input operation apparatus 1. . The grip 5 can be rotated downward about the acceleration rotation axis Lg with the base end of the arm 9 as a fulcrum (see FIG. 1), and can be rotated by rotating the hand downward about the wrist. is there. Accordingly, the acceleration operation of the vehicle is performed by rotating the grip 5 downward via the arm 9. The steering rotation axis Ls and the acceleration rotation axis Lg cross each other (orthogonal). The steering input operation unit 6 constitutes an input operation mechanism and a first input operation unit, the acceleration instruction input operation unit 7 and the arm 9 constitute an input operation mechanism and a second input operation unit, and a deceleration instruction input operation unit 8 Constitutes an input operation mechanism and a third input operation unit.

  Next, the outline of the deceleration instruction input operation unit 8 will be described. As shown in FIG. 1, the grip 5 (gripping unit 5b) is provided with an operation lever 11 that is operated during a deceleration operation (braking operation). Yes. The operation lever 11 has a substantially rod shape, and is supported by the grip portion 5b so as to be rotatable about the base end. The operation lever 11 can be rotated around the deceleration rotation axis Ld with its own base end as a fulcrum (see FIG. 1). For example, the operation lever 11 can be pulled by another four fingers while supporting the grip portion 5b with the right thumb. A rotation operation is possible by applying a grip operation to the grip 5. Accordingly, the deceleration (braking) operation of the vehicle is performed by rotating the operation lever 11 to the near side by the operation of gripping the grip 5. The grip 5 is shared among the steering input operation unit 6, the acceleration instruction input operation unit 7, and the deceleration instruction input operation unit 8.

  FIG. 5 is a side view showing the steering input operation unit 6 inside the grip 5. A steering input operation unit 6 that allows the grip 5 to rotate about the steering rotation axis Ls is disposed inside the housing of the grip 5. The steering input operation unit 6 will be described in detail below. A shaft 12 is built in the grip 5 so as not to rotate relative to the grip 5. The shaft 12 is connected and fixed to the tip of the arm 9 extending from the apparatus main body 10 and extends along the steering rotation axis Ls. The tip of the arm 9 is connected below the center of the grip 5, in other words, the shaft 12 is disposed slightly below the center of the grip 5.

  A potentiometer drive gear 13 and a damper drive gear 14 are fixed to the tip of the shaft 12 in order from the tip side. A substantially flat base member 15 is fixed to the inner surface of the grip 5, and the shaft 12 is attached to the base member 15 via a bearing 16 so as to be relatively rotatable. In addition, a damper drive transmission gear 17 is attached to the base member 15 so as to be rotatable relative to the base member 15. The damper drive transmission gear 17 is meshed and engaged with the damper drive gear 14, and when the grip 5 (that is, the base member 15) rotates, the damper drive transmission gear 17 also rotates by meshing with the damper drive gear 14.

  FIG. 6 is a cross-sectional view showing the internal configuration of the damper 18. A damper 18 is attached to the base member 15 to prevent the grip 5 from rotating rapidly. The damper 18 meshes with the damper drive transmission gear 17 and can rotate relative to the base member 15, the rotation side member 20 fixed to the gear shaft of the damper gear 19, and the rotation side member 20 to be rotatable. And a base-side member 21 to be accommodated. Silicon oil 22 is accommodated in an internal space formed between the rotation side member 20 and the base side member 21.

  When the grip 5 is steered (ie, rotated around the steering rotation axis Ls), the damper drive transmission gear 17 rotates relative to the damper drive gear 14 (shaft 12). The rotation side member 20 rotates in the rotation direction according to steering. At this time, a resistance force is generated between the rotation-side member 20 and the base-side member 21 due to the viscosity of the silicon oil 22 in the damper 18, and the resistance force against the rotation of the grip 5 is to prevent a sudden rotation of the grip 5. Is granted. In addition, although it is desirable to provide a plurality of pairs of mutually opposing surfaces of the rotation side member 20 and the base side member 21, it is not necessarily limited to this and may be a pair.

  As shown in FIG. 5, the base member 15 has a steering angle θs (see FIG. 3) based on the rotation angle of the grip 5 around the steering rotation axis Ls, that is, the steering rotation neutral position of the grip 5 (solid line state in FIG. 3). A pair of potentiometers 23 and 24 for detecting (see) is attached. The potentiometers 23 and 24 have potentiometer gears 25 and 26, respectively. The potentiometer gears 25 and 26 are engaged with the potentiometer drive gear 13, respectively. As the potentiometers 23 and 24, for example, those that detect the position optically or magnetically are used, and a detection signal corresponding to the steering angle θs is output. In this example, two potentiometers 23 and 24 are attached for fail-safe purposes.

  Accordingly, when the grip 5 is steered (for example, right steering operation) from the neutral position state shown in FIG. 7A, the damper drive transmission gear 17 rotates according to the right steering as shown in FIG. 7B. The relative rotation in the direction causes the damper gear 19 to rotate, and the potentiometer gears 25 and 26 also rotate in the rotation direction corresponding to the right steering. At this time, when the damper 18 acts, a resistance force is applied to the steering of the grip 5, and the steering angle θs of the grip 5 is detected by the potentiometers 23 and 24, and the steering according to the steering angle θs is performed. The wheel T is steered to the position.

  As shown in FIG. 5, between the shaft 12 and the base member 15, a torsion coil spring (hereinafter referred to as a first spring) 27 for returning the steered grip 5 to the steering rotation neutral position is provided on the shaft. 12 is attached in a state of being wound around. A pair of spring retainers 28 and 29 are fixed to the shaft 12, and the first spring 27 is disposed between the spring retainers 28 and 29. The spring retainers 28 and 29 are formed with restricting portions 30a and 30b for restricting the positions of the end portions 27a and 27b of the first spring 27, respectively. As shown in FIG. 8 (a), these restricting portions 30a and 30b are twisted somewhat when the first spring 27 has an initial load when the first spring 27 is locked to the restricting portions 30a and 30b. In this state, the end portions 27a and 27b are disposed at positions where they abut, and in this abutting state, the grip 5 is positioned at the steering rotation neutral position.

  The base member 15 is formed with pushing portions 31a and 31b that push the end portions 27a and 27b of the first spring 27 when the grip 5 is steered. The pushing portions 31a and 31b are arranged at positions where the end portions 27a and 27b can come into contact with each other when the end portions 27a and 27b of the first spring 27 come into contact with the regulating portions 30a and 30b, respectively. Yes. That is, when the grip 5 is in the steering rotation neutral position, the restricting portion 30a and the pushing portion 31a abut against the end portion 27a of the first spring 27, and the restricting portion 30b and the pushing portion 31b are brought into contact with the end portion 27b of the first spring 27. Will be in contact. Further, the restricting portion 30a and the pushing portion 31a are arranged at positions where they do not interfere with each other even when the grip 5 is steered, and the same applies to the restricting portion 30b and the pushing portion 31b.

  Therefore, when the grip 5 is not operated, the pushing portions 31a and 31b are pushed outward by the urging force of the first spring 27, whereby the end portion 27a of the first spring 27 is pushed into the restricting portion 30a and the pushing portion. 8a, the end portion 27b of the first spring 27 is in contact with the restricting portion 30b and the pushing portion 31b. In this state, the grip 5 is in a state in which the rotation by the urging force of the first spring 27 is prevented, and maintains its rotational position when no external force is applied.

  When the grip 5 is steered to the right as shown in FIG. 8B, for example, as shown in FIG. 8B, the end 27a of the first spring 27 is restricted by the restricting portion 30b. Is pushed by the pushing portion 31a, and the right rotation of the grip 5 is allowed. At this time, since the first spring 27 is tightened, a reaction force corresponding to the elastic force of the first spring 27 is generated and applied to the driver. The rotation limit of the grip 5 at this time is defined by the pressing portion 31a coming into contact with the restricting portion 30b. When the grip 5 is steered to the right as much as possible, the end portion 27a of the first spring 27 is set. Is sandwiched between the restricting portion 30b and the pushing portion 31a.

  When the hand is released from the grip 5 while the grip 5 is steered to the right, the end portion 27a of the first spring 27 pushes the pushing portion 31a outward, and the end portion 27a of the first spring 27 contacts the restricting portion 30a. The grip 5 is rotated until the grip 5 is finally returned to the steering rotation neutral position (the state shown in FIG. 8A). When returning to the steering rotation neutral position, the damper 18 acts upon rotation of the grip 5 to prevent sudden rotation of the grip 5 toward the steering rotation neutral position (in this case, left rotation).

  On the other hand, when the grip 5 is steered to the left from the state where the grip 5 is in the steering rotation neutral position, for example, as shown in FIG. 8C, the position of the end portion 27a of the first spring 27 is regulated by the regulating portion 30a. Thus, the end portion 27b is pushed by the pushing portion 31b, and the left rotation of the grip 5 is allowed. Also at this time, a reaction force corresponding to the elastic force of the first spring 27 is given to the driver by tightening the first spring 27. The rotation limit of the grip 5 at this time is defined by the pressing portion 31b coming into contact with the restricting portion 30a. When the grip 5 is steered to the left as much as possible, the end portion 27b of the first spring 27 is set. Is sandwiched between the restricting portion 30a and the pushing portion 31b.

  If the hand is released from the grip 5 while the grip 5 is steered to the left, the end 27b of the first spring 27 pushes the pushing portion 31b outward, and the end 27b of the first spring 27 comes into contact with the restricting portion 30b. The grip 5 is rotated until the grip 5 is finally returned to the steering rotation neutral position (the state shown in FIG. 8A). Also at this time, the damper 18 acts to prevent sudden rotation of the grip 5 toward the steering rotation neutral position side (in this case, right rotation).

  Therefore, since the rotation limit of the grip 5 is defined by the positions of the restricting portions 30a and 30b and the pushing portions 31a and 31b, the restricting portions 30a and 30b and the pushing portions 31a and 31b also function as stoppers when the grip 5 is rotated. To do. Therefore, the allowable rotation range (steering range) of the grip 5 is determined by the fixed positions of the restricting portions 30a and 30b with respect to the spring retainers 28 and 29 and the fixed positions of the pushing portions 31a and 31b with respect to the base member 15. 30b and the pressing portions 31a and 31b can be appropriately adjusted by changing the fixed positions.

  As shown in FIG. 1, an acceleration instruction input operation unit 7 for inputting a grip operation at the time of an acceleration operation is disposed inside the apparatus main body 10. Here, the acceleration instruction input operation unit 7 has a structure in which the steering input operation unit 6 capable of rotating to the right and to the left can be rotated only in one direction, and the basic structure is the steering input operation unit 6. The detailed description is omitted. As a structure for restricting the rotation on the other side, for example, a method of providing a stopper or the like for restricting the rotation of the base member is employed.

  When the grip 5 is rotated downward via the arm 9, that is, when the grip 5 is tilted downward, an acceleration operation is applied to the vehicle. At this time, the grip 5 and the arm 9 rotate downward with the state in which the arm 9 is horizontal with respect to the ground as the acceleration rotation start position (that is, the state of FIG. 1). Then, the rotation angle of the grip 5, that is, the tilt angle θg associated with the downward rotation operation of the grip 5 and the arm 9, is detected by the potentiometer 32 (see FIG. 13) of the acceleration instruction input operation unit 7, and the tilt angle θg The acceleration amount based on is given to the vehicle.

  9 is an enlarged view of the vicinity of the operation lever 11 of the grip 5, and FIG. 10 is a cross-sectional view taken along the line II-II of FIG. The grip 5b of the grip 5 is provided with a deceleration instruction input operation unit 8 for inputting a grip operation during the deceleration operation. The deceleration instruction input operation portion 8 will be described in detail below. The grip portion 5b of the grip 5 is provided with a hole portion 5c through which a hand is inserted when the grip 5 is gripped. A mounting portion 33 is formed as a mounting location of the operation lever 11. The mounting portion 33 has a shape having a pair of side walls 33a and 33a standing in a direction facing each other and a stopper wall 33b connecting the side walls 33a and 33a.

  At the base end of the operation lever 11, a rotation shaft 11a is formed to extend in a direction orthogonal to the longitudinal direction. The operation lever 11 is attached to the attachment portion 33 by being supported by the side walls 33a and 33a in a state where the rotation shaft 11a is rotatable. Further, the base end of the operation lever 11 can be brought into contact with the inner surface of the stopper wall 33b when rotating to the near side, and the state in which the operation lever 11 is in contact with the stopper wall 33b starts the deceleration rotation of the operation lever 11. Since it is in the position (the state indicated by the solid line in FIG. 9), it can be rotated forward with reference to this deceleration rotation start position.

  Between the operation lever 11 and the mounting portion 33, a pair of torsion coil springs (hereinafter simply referred to as second springs) 34 for returning the operation lever 11 rotated by the gripping force of the driver to the deceleration rotation start position. Is intervening. These second springs 34 are attached in a state where they are wound around the left and right of the rotation shaft 11 a, and one end is attached and fixed to the operation lever 11 and the other end is attached and fixed to the attachment portion 33. Further, the second spring 34 is attached in a state in which the operation lever 11 is constantly urged toward the front side. Therefore, when the operating lever 11 is pulled toward the front side, an urging force corresponding to the amount of the second spring 34 is generated. When the operating lever 11 is released from the pulled state, the operating lever 11 is urged by the urging force of the second spring 34. It rotates to the near side until it comes into contact with the stopper wall 33b and returns to the rotation start position.

  An angle sensor 35 for detecting a rotation angle (operation amount) of the operation lever 11, that is, a grip angle θd of the operation lever 11 when the grip 5 is gripped, is disposed on the rotation shaft 11 a of the operation lever 11. Yes. As the angle sensor 35, various sensors such as an optical type and a magnetic type are adopted, and one of the detection unit and the detected unit is attached to the operation lever 11 side, and the other is attached to the attachment unit 33 side. The angle sensor 35 outputs, for example, a detection signal corresponding to the grip angle θd of the operation lever 11 by setting the deceleration rotation start position of the operation lever 11 as an output value “0”.

  Therefore, in a state where the operation lever 11 is not retracted to the front side, the operation lever 11 is pushed to the front side by the urging force of the second spring 34 and comes into contact with the stopper wall 33b. It will be in the state of the deceleration rotation neutral position shown with the continuous line of FIG. 9 which does not rotate. Accordingly, the neutral position of the deceleration rotation becomes the deceleration rotation start position of the operation lever 11, and the deceleration rotation start position is appropriately changed by changing the extending direction of the stopper wall 33b (that is, the angle formed with respect to the vertical direction). It can be changed.

  When the grip 5 is gripped from the deceleration rotation neutral position in order to decelerate the traveling speed of the vehicle, the operation lever 11 moves toward the near side against the urging force of the second spring 34 as shown by the broken line in FIG. To turn. At this time, since the second spring 34 is tightened, a reaction force corresponding to the elastic force of the second spring 34 is generated in the operation lever 11 and is given to the driver. The rotation limit (grip range) of the operation lever 11 at this time is defined by the operation lever 11 itself coming into contact with the inner surface 5d of the grip portion 5b, and when the operation lever 11 comes into contact with the inner surface 5d. Thus, the operation lever 11 cannot be rotated further forward.

  When the operation lever 11 is turned, the angle sensor 35 detects the grip angle θd of the operation lever 11. And the braking force according to the value of this grip angle (theta) d is provided to the wheel T of a vehicle, and the traveling speed of a vehicle is decelerated. On the other hand, when the gripping force is weakened from the state where the grip 5 is gripped, the operation lever 11 is rotated to the front side by the urging force of the second spring 34, and when the gripping force is set to “0”, the operation lever 11 is finally stopped by the stopper. It comes into contact with the wall 33b and returns to the deceleration rotation neutral position (solid line in FIG. 9).

  The vehicle has an auto-cruise function (a constant speed state maintaining function) that automatically maintains the set vehicle speed without performing an acceleration operation by the acceleration instruction input operation unit 7. This auto-cruise function maintains the vehicle speed at the time of the switch operation on the condition that the auto-cruise switch button 36 shown in FIGS. 9 to 11 attached to the grip 5b of the grip 5 is pressed. This is a function to set a constant speed state. The constant speed state by the auto-cruise function is canceled when a deceleration operation (braking operation), that is, an operation of holding the grip 5 and rotating the operation lever 11 to the near side is performed. The auto cruise switch button 36 constitutes an operating means.

  As shown in FIG. 11, the auto cruise switch button 36 includes three types of buttons. In this example, there are three buttons, a set button 37, an acceleration button 38, and a return button 39. These three buttons 37 to 39 are arranged on the upper surface 5 e of the grip 5. The set button 37 is a button operated when operating the auto-cruise function. When the set button 37 is turned on, the auto-cruise function is set, the vehicle is in a constant speed state, the vehicle speed at the time when the button operation is performed is set as the set speed, and the vehicle speed is maintained at the set speed. Speed control is performed.

  The acceleration button 38 is a button operated when increasing the setting speed of the auto cruise function. When the acceleration button 38 is turned on while the auto-cruise function is set, the vehicle is accelerated and the vehicle speed is increased while the acceleration button 38 is being turned on. When the acceleration button 38 is turned off by releasing the acceleration button 38 in the on state, the vehicle speed at the time of the off state is set as a new set speed of the auto-cruise function, and the new set speed is targeted. Vehicle speed control is performed as the vehicle speed.

  The return button 39 is a button for returning the auto-cruise function once canceled by the deceleration operation (braking operation) to the auto-cruise function set immediately before the deceleration operation. That is, when the grip operation is applied to the grip 5 and the operation lever 11 rotates to the near side, the vehicle decelerates, but when the return button 39 is turned on after the auto-cruise function is canceled by this decelerating operation, the vehicle decelerates. Return to the auto-cruise function that was implemented just before the operation. Note that the release of the constant speed state by the auto-cruise function is not limited to a deceleration operation, but may be a condition that, for example, a dedicated release button is provided and that button is operated.

  The set button 37 is an alternate type button that keeps operating even if the pressing force is removed after being turned on, and returns to the original neutral position when pressed again. In this case, the set button 37 may be either a lock type that is held in a depressed position when the hand is released in the on state, or a non-lock type that always automatically returns to the neutral position. The acceleration button 38 and the return button 39 are momentary buttons that maintain their operating states only when they are pressed by an on operation.

  Here, the set button 37 has a return mechanism for returning to the original neutral position using the gripping force when operated as a deceleration when the lock type structure is used regardless of the alternate type or the momentary type. It may be a structure. An example of this structure is shown in FIG. 12. A first locking piece 37 a is formed on the lower surface of the set button 37, and a second locking that can be locked with the first locking piece 37 a is formed on the inner wall 40 of the grip 5. A piece 40a is formed. When an external force in the rotation direction of the operation lever 11 is applied, the second locking piece 40a can be bent from the base.

  A contact piece 40b extending toward the operation lever 11 is integrally formed with the second locking piece 40a. The base end surface of the operation lever 11 is formed with an extending portion 11b that can come into contact with the contact piece 40b when the operation lever 11 is rotated. A coil spring 41 that biases the set button 37 toward the neutral position is interposed between the inner surface of the grip 5 and the set button 37. In addition, the 1st locking piece 37a and the 2nd locking piece 40a comprise a latching mechanism, and the extension part 11b and the contact piece 40b comprise a return mechanism.

  In the state where the set button 37 is not operated in the above configuration, the first lock piece 37a and the second lock piece 40a are in the non-locked state as shown in FIG. Due to the biasing force of the coil spring 41, the set button 37 is moved to the neutral position. When the set button 37 is pushed against the urging force of the coil spring 41 from this state, the first locking piece 37a and the second locking piece 40a are locked as shown in FIG. The switch circuit 42 (see FIG. 14) of the set button 37 is turned on, and the auto-cruise function is set.

  Then, when the operation lever 11 is turned to perform a deceleration operation in the state shown in FIG. 12B, the extending portion 11b of the operation lever 11 pushes the contact piece 40b outward, whereby the second The locking piece 40a is bent at the base, and the locked state of the first locking piece 37a and the second locking piece 40a is released. Then, the set button 37 is moved upward by the urging force of the coil spring 41, and the set button 37 is returned to the neutral position as shown in FIG.

  Further, the set button 37, the acceleration button 38, and the return button 39 are not limited to the push-in type, and may be a slide type as shown in FIG. In this way, in the case of the slide type, for example, when the sliding movement of the thumb or the like is performed, the contact is turned on, and the function corresponding to each button 37 to 39 is performed. The set button 37 may be either an alternate type or a momentary type button, and may further include a lock mechanism as shown in FIG. Even in this case, momentary buttons are employed as the acceleration button 38 and the return button 39.

  FIG. 14 is an electrical configuration diagram illustrating an electrical configuration of the input operation device 1. The input operation device 1 includes a controller 43 that performs overall control of the device 1, a steering mechanism 44 that steers the wheel T during the steering operation of the grip 5, and an engine control that controls the engine E to the amount of rotation based on the acceleration operation of the grip 5. A device 45 and a braking mechanism 46 that applies a braking force based on the deceleration operation of the grip 5 to the wheels T are provided. The controller 43 corresponds to a control means, and the engine control device 45 constitutes a traveling system device and a constant speed traveling control device.

  Potentiometers 23, 24, 32 and an angle sensor 35 are connected to the input side of the controller 43, and a steering mechanism 44, an engine control device 45 and a braking mechanism 46 are connected to the output side. Further, an auto cruise switch button 36 (a set button 36, an acceleration button 38, and a return button 39) is connected to the input side of the controller 43 via a switch circuit 42.

  During the steering operation of the grip 5, the controller 43 operates the steering mechanism 44 based on the detection signal input from the potentiometers 23 and 24 to steer the wheel T to the steering angle θs of the grip 5. During acceleration operation of the grip 5, the controller 43 recognizes the tilt angle θg of the grip 5 based on the detection signal input from the potentiometer 32, and outputs an acceleration signal corresponding to the tilt angle θg to the engine control device 45. The engine control device 45 controls the engine E based on the acceleration signal. During the deceleration operation of the grip 5, the controller 43 operates the braking mechanism 46 based on the detection signal input from the angle sensor 35, and applies a braking force according to the grip angle θd of the operation lever 11 to the wheel T.

  At the time of acceleration steering, the controller 43 inputs detection signals from the potentiometers 23, 24, 32, and operates the steering mechanism 44 and the engine control device 45 based on these signals to accelerate the vehicle. Further, at the time of deceleration steering, the controller 43 inputs detection signals from the potentiometers 23 and 24 and the angle sensor 35, and operates the steering mechanism 44 and the braking mechanism 46 based on these signals to decelerate and steer the vehicle. Thus, the controller 43 allows the simultaneous operation of the acceleration operation and the steering operation and the simultaneous operation of the deceleration operation and the steering operation.

  However, the controller 43 does not allow simultaneous acceleration and deceleration operations, and gives priority to the deceleration operation. That is, when the controller 43 receives detection signals from the potentiometer 32 and the angle sensor 35 at the same time, the controller 43 gives priority to the detection signal from the angle sensor 35 and performs only braking without acceleration. Therefore, for example, if a deceleration operation is performed during an acceleration operation, the acceleration operation is stopped and the deceleration operation is started, or if a deceleration operation is performed during acceleration steering, the acceleration operation is stopped and the steering operation and deceleration are performed. The operation is performed.

  When the auto-cruise switch button 36 is operated, the controller 43 inputs an operation signal from the operation button via the switch circuit 42 and performs the auto-cruise function. For example, when the controller 43 recognizes that the set button 37 has been pressed, the engine control device sets the traveling state of the vehicle to a constant speed state (auto cruise state) and keeps the vehicle speed constant without performing an acceleration operation. 45 is controlled. At this time, the controller 43 sets the vehicle speed at the time when the set button 37 is pressed to the set speed, and controls the engine control device 45 so as to maintain the set vehicle speed.

  Further, when the controller 43 recognizes that the acceleration button 38 has been pressed while the vehicle is in a constant speed state, the controller 43 accelerates the vehicle by controlling the engine control device 45 while the acceleration button 38 is being pressed. It should be noted that the acceleration amount at this time may be a constant value or a value based on the operation amount of the acceleration button 38. Then, when the finger is released and the acceleration button 38 is turned off, the controller 43 stops the acceleration state, and the vehicle speed at the time when the acceleration button 38 is released is set to a new set vehicle speed to perform constant speed running.

  When the controller 43 recognizes that a deceleration operation (rotation operation of the operation lever 11) has been performed when the traveling state of the vehicle is a constant speed state, the controller 43 releases the constant speed state and changes the traveling state to the normal state. This normal state means a state in which an acceleration operation can be performed by a rotation operation of the grip 5 around the acceleration rotation axis Lg. Further, when the controller 43 recognizes that the return button 39 has been pressed after the constant speed state is released, the auto-cruise function is restored under the condition (set speed) at the time of the latest release operation. That is, the traveling state of the vehicle returns to the constant speed state with the set speed immediately before being released by the deceleration operation as the target speed.

Next, the operation of the input operation device 1 of this example will be described.
When the stopped vehicle is started, the grip 5 is tilted downward from the acceleration rotation start position (the state indicated by the solid line in FIG. 1) to rotate the grip 5 with the wrist as a fulcrum. At this time, the tilt angle θg of the grip 5 is detected by the potentiometer 32 of the acceleration instruction input operation unit 7, and the detection signal is output to the controller 43. Then, the controller 43 outputs the value of the tilt angle θg of the grip 5 as an acceleration signal to the engine control device 45 based on the detection signal, and the engine control device 45 drives the engine E based on this acceleration signal, so that the vehicle Accelerates.

  When the vehicle is steered to change the traveling direction of the vehicle, the grip 5 is rotated from the steering rotation start position (solid line state in FIG. 3) to the left or right side (two-dot chain line state in FIG. 3). At this time, the steering angle θs of the grip 5 is detected by the potentiometers 23 and 24 of the steering input operation unit 6, and the detection signal is output to the controller 43. If a steering operation is applied during the vehicle acceleration operation, the controller 43 inputs detection signals from the potentiometers 23, 24, and 32, and controls the steering mechanism 44 and the engine control device 45 based on these signals so that the vehicle is running. Steer the vehicle.

  When the traveling vehicle is decelerated, for example, the tilt angle θg of the grip 5 is returned to “0” (that is, the acceleration rotation start position) to apply a gripping force to the grip 5, and the operation lever 11 is moved to the deceleration rotation start position. The turning operation is performed by pulling from the front side (the state of the solid line in FIG. 9). At this time, the grip angle θd of the operation lever 11 is detected by the angle sensor 35 of the deceleration instruction input operation unit 8, and the detection signal is output to the controller 43. The controller 43 controls the braking mechanism 46 based on this detection signal, and applies a braking force according to the grip angle θd of the grip 5 to the wheel T.

  When the set button 37 is pressed during traveling of the vehicle, the controller 43 sets the traveling state of the vehicle to a constant speed state. Therefore, it is possible to travel the vehicle without accelerating the input operation device 1, thereby simplifying the driving operation. Further, when the acceleration button 38 is pressed when the traveling state is the constant speed state, the controller 43 brings the vehicle into an acceleration state while the acceleration button 38 is being pressed. Accordingly, the set vehicle speed in the constant speed state can be increased. For example, if the acceleration button 38 is pressed for a short time, the set vehicle speed is slightly increased, and if the acceleration button 38 is pressed for a long time, the set vehicle speed is greatly increased. . When the acceleration button 38 is turned off, the controller 43 continues the constant speed state with the set vehicle speed at the time when the acceleration button 38 is turned off as the new vehicle speed.

  When the deceleration operation is performed in the constant speed state, the controller 43 cancels the constant speed state when detecting the deceleration operation, and returns the traveling state from the constant speed state to the normal state. When a dedicated release switch for releasing the auto cruise function is provided, the controller 43 releases the constant speed state when an operation signal is input from the switch. When the return button 39 is pressed after releasing the constant speed state, the controller 43 returns the auto-cruise function under the condition (set speed) at the time of the latest release operation. Therefore, it is possible to save time and labor when returning to the original auto cruise function after releasing the constant speed state by the deceleration operation.

  Here, when the set button 37 has the lock-type structure shown in FIG. 12A, when the set button 37 is pushed, the contact is turned on, and the first button as shown in FIG. The locking piece 37a is locked to the second locking piece 40a, and the set button 37 is kept pressed. When the operation lever 11 is pulled from this state and the deceleration operation is performed, as shown in FIG. 12C, the extending portion 11b pushes the contact piece 40b outward, and the second locking piece 40a is at the root. The first locking piece 37a and the second locking piece 40a are unlocked, and the set button 37 is returned to the original neutral position by the biasing force of the coil spring 41.

  If the set button 37 is, for example, an alternate type, the controller 43 makes a constant speed release determination based on the detection signal of the angle sensor 35, and when a detection signal corresponding to the start of the deceleration operation is input from the angle sensor 35, the deceleration operation is performed. The constant speed state is cancelled. On the other hand, if the set button 37 is a momentary type, the controller 43 determines whether to release the constant speed based on the switch state of the set button 37, and is turned off from the switch circuit 42 when the set button 37 is operated in a non-contact state. When a signal is input, it is determined that a deceleration operation has been performed, and the constant speed state is released.

  Therefore, according to the input operation device 1 of the present example, since the auto cruise switch button 36 (set button 37, acceleration button 38, return button 39) of the grip 5 is arranged, the auto cruise switch button is held with the grip 5 held. 36 can be operated. Accordingly, when operating this type of travel system button, there is no need to use the free hand (in this case, the left hand), and the driving operation of the vehicle can be performed more easily.

According to the configuration of the first embodiment, the following effects can be obtained.
(1) Since the auto-cruise switch button 36 is provided on the grip 5, the auto-cruise switch button 36 can be operated with the grip 5 held, and the driving operation of the vehicle can be performed more easily.

  (2) According to the input operation device 1 of the present example, since each operation of steering, acceleration and deceleration is performed by independent hand movements (operation modes), switching from acceleration to deceleration or from deceleration to acceleration is performed. It can be executed immediately, and the trouble of taking time when switching between acceleration and deceleration does not occur. Further, since the deceleration operation of the vehicle is performed by an operation of grasping the grip 5, it is possible to input a delicate deceleration operation, and it is also possible to easily perform steering while inputting the deceleration.

  (3) Since the finger that can perform the finest operation among the five fingers of a person is the thumb, if the auto-cruise switch button 36 is disposed at a site where the thumb reaches when gripping the grip, the auto-cruise switch button 36 is Operated with thumb. Therefore, the operability of the auto cruise switch button 36 can be ensured, and the auto cruise switch button 36 can be operated with a delicate operation input.

  (4) When the set button 37 of the auto-cruise switch button 36 is a lock type, if the return mechanism shown in FIG. 12 for returning the set button 37 in the pushed state to the neutral position is provided, the input operation at the time of the deceleration operation is set. This can be used for returning the button 37, and it is not necessary to prepare a special actuator for returning.

  (5) Since the grip operation of the grip 5, that is, the rotation operation of the operation lever 11, is a deceleration operation and the set button 37 is provided on the grip 5, the deceleration instruction input operation unit 8 and the set button 37 are located in the vicinity. It becomes a state. Therefore, when a deceleration mechanism is used to cancel the auto-cruise function and a return mechanism is provided for returning the set button 37 to the neutral position using the deceleration operation as an operating force, the deceleration instruction input operation unit 8 and the set button 37 are close to each other. By being positioned, the return mechanism can have a simple structure.

  (6) Since the operation of tilting the grip 5 downward is an acceleration operation and the pressing type set button 37 is provided on the upper surface 5e of the grip 5, the acceleration operation direction of the grip 5 and the pressing operation direction of the set button 37 are The same direction (downward direction). By the way, the setting of the auto-cruise function is performed by accelerating the vehicle to a predetermined speed by performing an acceleration operation and pressing the set button 37 after accelerating to some extent. Therefore, if the operation directions of the grip 5 and the set button 37 are the same, the set button 37 can be continuously pressed with the force applied during the acceleration operation, and the set button 37 can be operated easily.

  (7) When acceleration operation and deceleration operation are performed at the same time, deceleration is prioritized. Therefore, even if acceleration operation and deceleration operation are performed simultaneously with the input operation device 1, both acceleration and deceleration are performed on the vehicle. It is not necessary to fall into the situation where is granted.

  (8) Both the steering input operation unit 6 and the deceleration instruction input operation unit 8 are incorporated in the housing of the grip 5. Therefore, compared with the case where the steering input operation unit 6 and the deceleration instruction input operation unit 8 are separately prepared, the number of parts of the input operation device 1 can be reduced, and the input operation device 1 can be simplified. .

  (9) A configuration in which the operation lever 11 is attached to the grip 5 in a rotatable state, and the operation lever 11 is rotated to the near side by grasping the grip 5 to perform a deceleration operation (that is, a deceleration instruction input operation unit) 8 is a rotation type). Therefore, if the deceleration instruction input operation unit 8 is a rotary type, a delicate deceleration operation can be performed, and the operability of the deceleration operation can be improved.

  (10) The operation of rotating the grip 5 in one direction from the acceleration rotation start position, that is, the operation of tilting downward is defined as the acceleration operation of the vehicle. Here, for example, assuming that the grip 5 can be rotated upward and downward from the acceleration rotation start position, the structure of the acceleration instruction input operation unit 7 is complicated. Therefore, the structure of the acceleration instruction input operation unit 7 is simplified.

  (11) According to the input operation device 1 of this example, the steering operation is performed by the rotation operation about the steering rotation axis Ls of the grip 5, and the acceleration operation is the rotation operation about the acceleration instruction rotation axis Lg, that is, FIG. The movement is within the YZ plane shown in FIG. 2, and the deceleration operation is performed by gripping the grip 5. Therefore, in any operation system, there is no operation to move the grip 5 to the driver's seat when the operation is performed, so that a sufficient space in the driver's seat can be secured. In addition, since there is sufficient space on the door side of the driver's seat in the vertical direction, the movable range of the input operation device 1 can be sufficiently secured. Accordingly, it is possible to ensure both the driving space in the driver's seat and the operation space in the input operation device 1.

(Second Embodiment)
Next, a second embodiment will be described with reference to FIGS. This example is different from the first embodiment only in the types of buttons provided on the grip 5, and the other basic configurations are the same. Therefore, the same parts are denoted by the same reference numerals, detailed description thereof is omitted, and only different parts will be described.

  The vehicle includes a turn signal lamp 47 (see FIG. 14) that indicates the traveling direction of the vehicle. A pair of left and right turn signal lamps 47 are provided at the front and rear of the vehicle, and are operated by operating a turn signal switch 48 (see FIG. 15) attached to the grip 5b of the grip 5. The turn signal switch 48 is a two-contact switch, and when one operation unit 48a (for example, the right operation unit) is turned on, the right lamp of the turn signal lamp 47 is blinked, and the other operation unit 48b (for example, the left operation unit) When the operation unit) is turned on, the left lamp of the turn signal lamp 47 blinks. The turn signal lamp 47 constitutes a traveling system device and a direction indicating device, and the turn signal switch 48 constitutes an operation means.

  The turn signal switch 48 is disposed on the upper surface 5e of the grip portion 5b of the grip 5, and each operation portion 48a, 48b has a shape having a triangular cross section. Further, since the straight line Lx connecting the two operation portions 48a and 48b in the turn signal switch 48 is substantially parallel to a straight line extending in the left-right direction (a direction orthogonal to the front-rear direction of the vehicle), the steering direction of the grip 5 It can be considered that the operation direction of the turn signal switch 48 is substantially the same. Accordingly, for example, the right operation portion 48a of the turn signal switch 48 can be pushed in with the force applied at the time of right steering, while the left operation portion 48b of the turn signal switch 48 with the force applied at the time of left steering. Can be pushed in.

  As the turn signal switch 48, switches having various structures are employed, but as an example, a swing type shown in FIG. 16A may be employed. In this case, the turn signal switch 48 can swing left and right with the central support shaft 48c as a base point, and one of the contacts 49a and 49b of the switch circuit 49 can be operated along with the swing. When the turn signal switch 48 swings to the right, the contact 49a of the switch circuit 49 is brought into a contact state, and the right lamp of the turn signal lamp 47 is lit. When the turn signal switch 48 swings to the left, the contact 49b of the switch circuit 49 is brought into a contact state, and the left lamp of the turn signal lamp 47 is lit.

  As the turn signal switch 48, for example, a slide type shown in FIG. In this case, to turn on the right lamp of the turn signal lamp 47, slide the turn signal switch 48 to the right, and to turn on the left lamp of the turn signal lamp 47, slide the turn signal switch 48 to the left. . For example, as shown in FIG. 16C, the turn signal switch 48 may have a configuration in which switches on the right side and the left side are individually provided. Further, the turn signal switch 48 may be either an alternator type or a momentary type, like the auto cruise switch button 36.

  The turn signal switch 48 may be of a lock type in which a pushing state when pressed is maintained by a locking mechanism (not shown). That is, when the turn signal switch 48 is a lock type, the right operation portion 48a is held in the pushed state (the two-dot chain line state in FIG. 16A) when pushed, while the left operation portion 48b is pushed. Then, it is held in its pushed-in state (not shown). When the turn signal switch 48 is a lock type, the turn signal switch 48 may be returned to the original neutral position by a return mechanism (not shown) when the steering direction is switched. A known structure is adopted for the locking mechanism and the return mechanism, and the return mechanism may be either mechanical or electrical.

  When the turn signal switch 48 is operated, the controller 43 inputs an operation signal from the operation switch via the switch circuit 49 and activates the turn signal lamp 47. For example, when the controller 43 recognizes that the right operation unit 48a of the turn signal switch 48 has been pressed, the controller 43 blinks the right lamp of the turn signal lamp 47. Further, when the controller 43 recognizes that the left operation portion 48b of the turn signal switch 48 has been pressed, the controller 43 causes the left lamp of the turn signal lamp 47 to blink.

  The pressing operation detection of the turn signal switch 48 is not limited to using the switch circuit 49, and for example, an inclination sensor 50 shown in FIG. 17 may be used. In this case, the tilt sensor 50 outputs a detection signal corresponding to the tilt direction and tilt angle of the turn signal switch 48. The controller 43 sequentially monitors the detection signal from the inclination sensor 50, and determines whether the turn signal switch 48 is operated to the right or left based on the detection signal input from the inclination sensor 50. .

  Further, the grip 5 is not limited to the configuration in which only one of the auto cruise switch button 36 and the turn signal switch 48 is provided. For example, as shown in FIG. 18, the auto cruise switch button 36 and the turn signal switch 48 are both provided. Also good. In this case, since the turn signal switch 48 is used more frequently than the auto cruise switch button 36, the turn signal switch 48 is disposed on the front side surface 5 f of the grip 5 close to the operator, and the auto cruise switch button 36 is gripped by the grip 5. It is good to make the combination arrange | positioned on the upper surface 5e. Here, even if the turn signal switch 48 is arranged on the front side surface 5f of the grip 5, the same operation direction is maintained as long as the straight line Lx connecting the operation parts 48a and 48b is parallel to the straight line extending in the left-right direction. High operability is ensured.

  Now, when the vehicle is steered to the right, the right operation portion 48a of the turn signal switch 48 is pushed in to indicate a change in the traveling direction. At this time, the controller 43 inputs the operation signal and blinks the right lamp of the turn signal lamp 47. As the steering operation of the grip 5 at this time, the left steering is performed to return the grip 5 to the neutral position after the right steering is performed. However, when the controller 43 detects the switching of the steering direction of the grip 5, The lamp 47 is turned off. In the case where the turn signal switch 48 is a lock type, when the right operation portion 48a is pushed, the pushing state is maintained, but when the steering direction is switched during vehicle steering, the return mechanism is activated, and the turn signal switch 48 is turned on. Returns to its neutral position.

  On the other hand, when the vehicle is steered to the left, the left operation portion 48b of the turn signal switch 48 is pushed in to indicate a change in traveling direction. At this time, the controller 43 operates in the same procedure as in the case of the right steering, turns on the left lamp of the turn signal lamp 47, and turns on the blinking turn signal lamp 47 when detecting the change of the steering direction during the steering operation. Turn off the light. At this time, when the turn signal switch 48 is a lock type, it returns to the neutral position when the steering direction is switched, as in the case of the right steering.

According to the structure of 2nd Embodiment, in addition to the effect as described in (2)-(4) and (7)-(11) of 1st Embodiment, the effect as described below can be acquired.
(12) Since the turn signal switch 48 is provided on the grip 5, the turn signal switch 48 can be operated in a state where the grip 5 is held, and the driving operation of the vehicle can be performed more easily.

  (13) The arrangement direction of the turn signal switch 48 is such that the straight line Lx connecting the two operation units 48a and 48b is substantially parallel to a straight line extending in the left-right direction (a direction orthogonal to the vehicle front-rear direction). is there. Accordingly, the right operation portion 48a or the left operation portion 48b can be operated with the force applied during steering, and high operability of the turn signal switch 48 can be ensured.

  (14) If both the auto cruise switch button 36 and the turn signal switch 48 are installed on the grip 5, both the auto cruise switch button 36 and the turn signal switch 48 can be operated with the grip 5 held. Higher operability can be ensured.

Note that the present embodiment is not limited to the above configuration, and may be modified to the following modes.
-Deceleration operation is not limited to the structure performed by grasping the operation lever 11 provided in the grip 5. FIG. For example, as shown in FIG. 19, an egg-shaped grip 5 that can rotate around the acceleration / deceleration rotation axis Lx is provided, and an acceleration operation is performed by rotating the grip 5 downward with respect to the steering rotation axis Ls. An input operation device 1 that performs a deceleration operation by rotating the grip 5 upward with respect to Ls is used. Then, an auto cruise switch button 36 or a turn signal switch 48 may be attached to the grip 5 of the input operation device 1.

  The steering input operation unit 6 and the deceleration instruction input operation unit 8 are not limited to being integrated by being assembled to the same grip 5. For example, as shown in FIG. 20, the steering input operation unit 6 is assembled to the tip of the arm 9, the tip of the shaft 12 of the steering input operation unit 6 is extended longer than usual, and the deceleration instruction input operation is applied to the tip of the shaft 12. It is good also as a structure which attaches the grip 5 with which the part 8 was assembled | attached.

  The detection method of the grip angle θd of the operation lever 11 is not limited to the method using the angle sensor 35, and for example, a configuration using a pressure sensor 51 as shown in FIG. In this configuration, a buffer material 52 that slides as the operation lever 11 rotates is attached to the grip portion 5 b, and the pressure sensor 51 is embedded in the pushing destination of the buffer material 52. Then, when the operation lever 11 is turned to decelerate the vehicle, the cushioning material 52 slides and moves to the near side, and the pressure sensor 51 detects the grip angle θd of the manipulation lever 11 via the cushioning material 52. To do. The vehicle decelerates when a braking force corresponding to the grip angle θd is applied to the wheels T.

  The operation mode of the deceleration instruction input operation unit 8 is not limited to the rotation type in which the operation lever 11 is rotated. For example, the operation member 53 is slid with four fingers excluding the thumb as shown in FIG. A sliding type may be used. In this configuration, the operation member 53 is attached to the grip portion 5b in a slidable state, and a potentiometer 54 for detecting the slide amount of the operation member 53 is embedded in the pushing destination. In addition, a pair of return springs 55 and 55 are embedded in the grip portion 5b to return the operation member 53 slid to the front side to the movement start position. When a grip operation is applied to the grip 5 to decelerate the vehicle, the operation member 53 slides toward the near side against the urging force of the return springs 55, 55, and the potentiometer 54 slides the operation member 53. Detect the amount. A braking force corresponding to the sliding amount of the operation member 53 is applied to the vehicle, and the vehicle is decelerated by this braking force. Further, when the hand is released from the operation member 53, the operation member 53 is slid to the front side by the urging force of the return springs 55, 55, and the operation member 53 returns to the state where it is located at the movement start position.

  The first input operation unit is a steering operation (steering input operation unit 6), the second input operation unit is an acceleration operation (acceleration instruction input operation unit 7), and the third input operation unit is a deceleration operation (deceleration instruction input operation unit 8). It is not limited to the combination. For example, the first input operation unit may be a steering operation, the second input operation unit may be an acceleration operation, and the third input operation unit may be a combination of acceleration operations.

  The operation means is not limited to the auto cruise switch button 36 and the turn signal switch 48, and is not particularly limited as long as it is a switch (button) relating to a traveling system such as a wiper switch or a headlight switch.

  When the set button 37 of the auto-cruise switch button 36 is pressed while the input operation device 1 is being accelerated, the tilt angle θg of the grip 5 at that time may be maintained. In this way, when the vehicle returns to the normal state by the deceleration operation, the acceleration operation, that is, the tilting operation of the grip 5 does not need to be performed again from the neutral position, and the acceleration operation can be performed smoothly.

  The sensor that detects the steering angle θs and the tilt angle θg of the grip 5 is not limited to the potentiometers 23, 24, and 32, and other sensors such as an angle sensor may be used. Further, the sensor (detection means) for detecting the grip angle θd of the operation lever 11 is not limited to the angle sensor 35, the pressure sensor 51, the potentiometer 54, and the like. The sensor is not particularly limited as long as it is a sensor that can detect the slide amount when the operation member 53 (see FIG. 22) is used.

  The second input operation unit (acceleration instruction input operation unit 7) is not limited to a configuration that can rotate in only one direction. That is, the grip 5 can be tilted both upward and downward with the acceleration rotation start position as a neutral position. When the grip 5 is rotated downward, the grip 5 is accelerated by a normal acceleration amount. It is good also as composition to do.

The input operation device 1 is not necessarily disposed on the door 2, and conversely, may be disposed between the driver seat and the passenger seat (that is, the console).
The installation destination of the input operation device 1, that is, the vehicle is not limited to a vehicle such as an automobile, and is not particularly limited as long as the vehicle requires various operations such as steering, acceleration, and deceleration.

Next, the technical idea that can be grasped from the above embodiment and other examples will be described below.
(1) In any one of Claims 1-7, the said operation means is arrange | positioned at the upper surface of the said grip.

  (2) In any one of claims 2 to 7, the first input operation unit is an operation unit operated when steering the vehicle, and the second input operation unit is used when accelerating the vehicle. The third input operation unit is an operation unit that is operated when decelerating the vehicle, and the operation means is disposed on an upper surface of the grip.

  (3) The traveling system device according to any one of claims 1 to 7, wherein the traveling system device is a constant speed traveling control device that maintains a speed of the vehicle at a constant speed, and the operation unit is operated when the operating means is operated. When it is determined that the deceleration operation is given based on the automatic return mechanism that returns the means to its operation start position, the detection means that detects that the input operation mechanism is decelerated, and the detection signal of the detection means, And a second control means for releasing the constant speed state by the constant speed traveling control device.

  (4) In any one of claims 4 to 7, the traveling system device is a direction indicating device that indicates a traveling direction of the vehicle, and the first input operation unit is operated when steering the vehicle. When the steering operation by the first input operation unit is reversed, the return mechanism releases the locking state by the locking mechanism using the rotation force after the reverse operation as the operating force. The means is returned to the original neutral position to cancel the traveling direction indication state by the direction indication device.

  (5) In any one of claims 1 to 7, the traveling system device is a direction indicating device that indicates a traveling direction of the vehicle, and when the operating device is operated, the operating device is operated. An automatic return mechanism for returning to the start position, a detection means for detecting switching of the steering direction when the input operation mechanism is steered, and a steering direction during steering is reversed based on a detection signal of the detection means. When it is determined that it has been, a second control means for canceling the traveling direction indicating state by the direction indicating device is provided.

(6) In Claim 1, the input operation mechanism includes: an armrest that supports at least a part of a driver's forearm; and the forearm in a state where at least a part of the forearm of the driver is supported by the armrest. A first input operation unit having an input operation based on rotation of the grip associated with rotation of a wrist around an axis extending in parallel; and at least a part of the forearm of the driver supported by the armrest, And a second input operation unit that uses the movement of the grip accompanying the rotation of the hand as an input operation.

The top view of the input operation apparatus in 1st Embodiment. The side view of an input operation device. The figure which looked at the input operation device from the vehicle front. The perspective view which shows the inner surface of the door of a vehicle. The side view which shows the steering input operation part inside a grip. Sectional drawing which shows the internal structure of a damper. (A), (b) is explanatory drawing of the gear operation | movement at the time of steering operation of a grip. (A)-(c) is explanatory drawing of the spring operation | movement at the time of steering operation of a grip. The enlarged view near the control lever of the grip. II-II sectional view taken on the line of FIG. The perspective view which shows the holding part vicinity of a grip. (A)-(c) is sectional drawing which shows the operating state of a latching mechanism and a return mechanism. The perspective view of the grip part vicinity using the other button structure. The electrical block diagram which shows the electrical structure of an input operation device. The perspective view which shows the holding part vicinity of the grip in 2nd Embodiment. (A)-(c) is a schematic diagram which shows the example of a switch of a turn signal switch. The schematic diagram explaining the other operation detection method of a turn signal switch. The perspective view of the holding part vicinity of the grip which shows the example of another button (switch) arrangement | positioning. The side view of the input operation apparatus in another example. The side view of the input operation apparatus in another example. The enlarged view of the operation lever vicinity of the grip in another example. The enlarged view of the operation lever vicinity of the grip in another example. The top view of the conventional input operation apparatus. Similarly, the side view of the conventional input operation device.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Input operation apparatus, 3 ... Arm rest which comprises input operation mechanism, 5 ... Grip, 5e ... Upper surface, 6 ... Steering input operation part which comprises input operation mechanism and 1st input operation part, 7 ... Input operation mechanism and 1st Acceleration instruction input operation part constituting a 2-input operation part, 8 ... Deceleration instruction input operation part constituting an input operation mechanism and a third input operation part, 9 ... Arm constituting an input operation mechanism and a second input operation part, 11b ... an extending part constituting the return mechanism, 36 ... an auto cruise switch button constituting the operating means, 37a ... a first locking piece constituting the locking mechanism, 40a ... a second locking piece constituting the locking mechanism, 40b, a contact piece constituting a return mechanism, 43, a controller as a control means, 45, an engine control device constituting a traveling system device and a constant speed traveling control device, 47, a component constituting a traveling system device and a direction indicating device. Down signal lamps, turn signal switches constituting the 48 ... operation unit, the steering axis of rotation of the Ls ... axis.

Claims (7)

In an input operation device that is operated when driving a vehicle and performs various operations using the driver's hand and forearm,
A grip gripped by the driver during operation;
An input operation mechanism that is operated when steering and accelerating / decelerating at least the vehicle, and that uses the operation of the driver's hand holding the grip as an input operation;
Operating means for operating when operating the traveling system device mounted on the vehicle;
An input operation device comprising: control means for operating the traveling system device based on an operation signal when the operation means is operated. The input operation mechanism is
An armrest that supports at least a portion of the driver's forearm;
A first input operation unit configured to input rotation of the grip associated with rotation of a wrist around an axis extending in parallel with the forearm in a state where at least a part of the forearm of the driver is supported by the armrest;
A second input operation unit configured to input movement of the grip accompanying rotation of the hand around the wrist in a state where at least a part of the forearm of the driver is supported by the armrest;
2. The apparatus according to claim 1, further comprising: a third input operation unit that uses the grip of the driver as an input operation in a state where at least a part of the forearm of the driver is supported on the armrest. The input operation device described.   The input operation device according to claim 1, wherein the operation unit is disposed at a site where a thumb can reach when a driver grips the grip. A locking mechanism for maintaining the operating state of the operating means so as to maintain the pushed state when the operating means is operated;
After the operation means is operated and the operation state is maintained by the locking mechanism, when the operation to be released from the operation state is performed by the input operation mechanism, the movement is used as the operation force and the locking mechanism. The input operation device according to any one of claims 1 to 3, further comprising a return mechanism that releases the locked state by the step and mechanically returns the operation means to the original neutral position. .   The travel system device is a constant speed travel control device that maintains the speed of the vehicle at a constant speed, the third input operation unit is an operation unit that is operated when the vehicle is decelerated, and the return mechanism is When the third input operation unit is gripped, the gripping force is used as an operation force to release the locking state by the locking mechanism, and the operation means is returned to the original neutral position to perform the constant speed running. The input operation device according to claim 4, wherein the constant speed state by the control device is canceled.   The travel system device is a direction indicating device that instructs a traveling direction of the vehicle, the first input operation unit is an operation unit that is operated when the vehicle is steered, and the operation unit is configured to control the grip. The input operation device according to claim 2, wherein the input operation device is disposed on an upper surface.   The operation direction of the input operation mechanism during a steering operation, an acceleration operation, or a deceleration operation and the operation direction of the operation means are the same direction. Input operation device.

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