JP2008013019A - Vehicle driving device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To facilitate minute adjustment of the operation amount of an accelerator lever, in a vehicle driving device wherein the accelerator lever is provided at a steering portion. <P>SOLUTION: The accelerator lever 44 is rotatably provided on a grip portion 42 of the steering portion 32. A posture of the accelerator lever 44 when not operated is made to be a space tilting from the grip portion 42 to a center portion side of the steering portion 32 and rising from the grip portion 42 to an occupant side. The accelerator lever 44 is formed in an arc shape. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicle driving apparatus used for driving a vehicle.

  A vehicle acceleration / deceleration operation device has been devised in which an accelerator lever and a brake lever are provided on a steering wheel, and both an accelerator operation and a brake operation can be performed with a fingertip while holding the steering wheel (for example, a patent Reference 1).

In this acceleration / deceleration operation device, the accelerator lever is provided at the boss portion of the steering wheel, and is operated with the thumb.
JP-A-5-270410

  In view of the above facts, an object of the present invention is to facilitate fine adjustment of an operation amount of an accelerator lever in a vehicle driving device in which the accelerator lever is provided in a steering section.

  According to a first aspect of the present invention, there is provided a vehicle driving apparatus that includes a steering unit that is rotated by an occupant, a grip unit that is provided in the steering unit and is held by the occupant, and is rotatably provided in the grip unit. And an accelerator lever that is rotated.

  In the vehicle driving apparatus according to the first aspect, the steering unit is rotated by the occupant, and the accelerator lever is rotated by the occupant. The steering portion is provided with a grip portion that is held by an occupant, and an accelerator lever is provided on the grip portion.

  Here, since the accelerator lever is provided in the grip portion, the position of the pivot shaft of the accelerator lever and the position of the finger joint that operates the accelerator lever are compared with the case where the accelerator lever is provided in the central portion of the steering portion. , And the rotation trajectory of the accelerator lever and the trajectory of the finger operating the accelerator lever become closer, thereby reducing the difference between the operation amount of the accelerator lever and the movement amount of the finger.

  Therefore, fine adjustment of the operation amount of the accelerator lever can be facilitated as compared with the case where the accelerator lever is provided in the central portion of the steering portion.

  A vehicle driving apparatus according to a second aspect is the vehicle driving apparatus according to the first aspect, wherein the attitude of the accelerator lever is tilted to the inside of the rotation radius of the steering section and is raised from the grip section toward the occupant side. It is characterized by having a posture holding means for holding it in a closed state.

  In the vehicle driving apparatus according to the second aspect, the posture of the accelerator lever is held by the posture holding means so as to fall to the inside of the turning radius of the steering portion and to be raised from the grip portion to the occupant side. For this reason, the amount of operation of the accelerator lever can be adjusted by bending the thumb to the occupant side or returning to the occupant side, as well as being away from the index finger or worn on the index finger without bending the thumb. Can also adjust the amount of operation of the accelerator lever.

  Further, since the thumb movement trajectory and the accelerator lever movement trajectory are in the same direction, the finger is not released from the accelerator lever during the operation, so that a reliable operation is possible.

  As a result, the amount of operation of the accelerator lever can be adjusted using the angle between the thumb and the index finger as a guide, so that fine adjustment of the amount of operation of the accelerator lever can be facilitated.

  A vehicle driving apparatus according to a third aspect is the vehicle driving apparatus according to the second aspect, wherein the accelerator lever is formed in an arc shape.

  In the vehicle driving device according to claim 3, the accelerator lever formed in an arc shape is held by the posture holding means in a state where the accelerator lever falls to the inside of the rotation radius of the steering portion and is raised from the grip portion to the occupant side. Therefore, the amount of operation of the accelerator lever can be adjusted by bending the thumb joint as a fulcrum to the occupant side or returning to the occupant side, as well as the shape of the accelerator lever without bending the thumb. The amount of operation of the accelerator lever can also be adjusted by moving it.

  As a result, the amount of operation of the accelerator lever can be adjusted using the relative position of the thumb with respect to the accelerator lever as a guide, so that fine adjustment of the amount of operation of the accelerator lever can be facilitated.

  A vehicle driving device according to a fourth aspect is the vehicle driving device according to the second or third aspect, wherein the brake lever is provided on the side opposite to the occupant of the grip portion, and the operation load of the brake lever and the The operation load of the accelerator lever is different.

  In the vehicle driving apparatus according to claim 4, the brake lever is provided on the side opposite to the occupant of the grip portion, that is, on the side opposite to the accelerator lever of the grip portion, and the operation load of the brake lever and the operation load of the accelerator lever are Is different. As a result, since the operation feeling is different between the brake lever and the accelerator lever, the possibility of operating the brake lever and the accelerator lever incorrectly can be reduced.

  A vehicle driving apparatus according to a fifth aspect is the vehicle driving apparatus according to any one of the first to fourth aspects, wherein a through hole is formed in the accelerator lever.

  In the vehicle driving device according to claim 5, the accelerator lever has a through hole, and the finger is released from the accelerator lever by letting the finger escape through the through hole. Can be prevented.

  Also, when gripping the brake lever during emergency braking, it is assumed that the natural operation of humans is to simultaneously grip the accelerator lever, but when performing an operation to grip the thumb, a finger is placed in the through hole. By escaping, it is possible to avoid grasping the accelerator lever, thereby avoiding a sudden accelerator operation.

  Since the present invention is configured as described above, fine adjustment of the operation amount of the accelerator lever can be facilitated in the vehicle driving device in which the accelerator lever is provided in the steering section.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  As shown in FIGS. 1 and 2, the vehicle driving apparatus 10 includes a driving operation unit 12, a steering shaft 14, and a steering shaft support unit 16. The steering shaft support portion 16 has a pair of plates 16A and 16B, and one end portion and the other end portion in the axial direction are fixed to the plate 16A and the plate 16B, respectively, and the pair of plates 16A and 16B are coupled in a state of facing each other. It is comprised with the bar 16C of a book.

  Further, the steering shaft 14 is a cylindrical shaft body, and one end portion in the axial direction is rotatably supported by the plate 16B via a bearing (not shown), and the central portion in the axial direction is provided via a bearing (not shown). The plate 16A is rotatably supported, and extends from the plate 16B to the opposite plate 16B side (occupant side) of the plate 16A along the normal direction (vehicle longitudinal direction) of the plates 16A and 16B.

  The driving operation unit 12 includes a steering unit 22, a pair of accelerator / brake operation units 24, an accelerator / brake operation detection unit 26, and an accelerator / brake interlocking mechanism 28. The steering unit 22 includes a connecting member 30 that is non-rotatably attached to the other axial end of the steering shaft 14, and a steering unit 32 that is coupled to the connecting member 30. It is attached to the steering shaft 14 through 30 so as not to be relatively rotatable.

  The steering portion 32 is a long member having a rectangular cross section, and a connecting member 30 is coupled to the central portion in the longitudinal direction, and extends in the radial direction of the steering shaft 14. That is, the steering unit 32 can rotate in a plane perpendicular to the steering shaft 14 around the steering shaft 14. In addition, the steering unit 32 is substantially horizontal at one end and the other end in the longitudinal direction when the vehicle is traveling straight (when not steering).

  Here, the rotational position of the steering shaft 14 by the rotational operation of the steering unit 32 is detected by the potentiometer 34 (see FIG. 3), and a detection signal is transmitted to the ECU 36 (see FIG. 3) that controls the entire vehicle. A steering mechanism 38 (see FIG. 3) for steering the vehicle tire 37 is driven by a motor 40 (see FIG. 3).

  The motor 40 is controlled by the ECU 36. The ECU 36 drives the motor 40 based on the detection signal transmitted from the rotational position detection device 34 so that the tire 37 is steered according to the rotational position of the steering unit 32. To control.

  Each accelerator / brake operation unit 24 is provided at one end and the other end in the longitudinal direction of the steering unit 32. Here, the pair of accelerator / brake operation sections 24 are disposed at positions symmetrical with respect to the steering shaft 14 and are configured symmetrically with respect to the steering shaft 14.

  Each accelerator / brake operation section 24 includes a grip section 42, an accelerator lever 44, and a brake lever 46. The grip portion 42 includes a base portion 42A coupled to one end portion and the other end portion in the longitudinal direction of the steering portion 32, and a cylindrical cover body (not shown) attached to the outside of the base portion 42A. It has a cylindrical shape. The grip portion 42 is disposed so that the axial direction is substantially parallel to the tangential direction of the rotation locus of the steering portion 32.

  Further, a bearing portion 42C is formed on the surface on the passenger side of the base portion 42A. In the bearing portion 42C, the axial direction of the shaft to be supported is substantially parallel to the axial direction of the grip portion 42, and is long in the axial direction of the grip portion 42. Further, a bearing portion 42D is formed at the end of the base portion 42A opposite to the occupant side of the bearing portion 42C and the vehicle upper side when the base portion 42A is not steered. In the bearing portion 42D, the axial direction of the shaft to be supported is substantially perpendicular to the axial direction of the grip portion 42, and is substantially parallel to the radial direction of the rotation locus of the steering portion 32.

  A pair of bearing portions 42E are formed side by side in the axial direction of the grip portion 42 on the side opposite to the steering shaft 14 of the bearing portion 42C, and a pair of bearing portions 42F are gripped on the side opposite to the occupant of the pair of bearing portions 42E. The portions 42 are formed side by side in the axial direction. The axial direction of the shaft supported by the bearing portions 42E and 42F is substantially parallel to the axial direction of the grip portion 42.

  The accelerator lever 44 includes a lever portion 44A that is a semicircular curved shaft member and a rotating shaft 44B that is rotatably supported by the bearing portion 42C. The lever portion 44A has both axial ends fixed to the rotation shaft 44B. That is, the accelerator lever 44 is supported on the surface on the passenger side of the base portion 42A so as to be rotatable about the rotation axis 44B that is substantially parallel to the axial direction of the grip portion 42 and the tangent to the rotation locus of the steering portion 32.

  The brake lever 46 includes a lever portion 46A, which is a shaft member curved in a substantially U shape, and a rotating shaft 46B that is rotatably supported by the bearing portion 42D. The lever portion 46A has one end in the axial direction fixed to the rotation shaft 46B. That is, the brake lever 46 is pivotable about the rotation shaft 46B orthogonal to the axial direction of the grip portion 42 and substantially parallel to the radial direction of the rotation locus of the steering portion 32, so that the brake lever 46 is opposite to the accelerator lever 44 of the base portion 42A. Supported by passengers.

  Further, the brake lever 46 extends from the support end toward the non-occupant side and is bent toward one end in the axial direction of the grip portion 42 (on the lower side of the vehicle during non-steering), and toward one end in the axial direction of the grip portion 42. It extends and is bent toward the occupant side, and the turning end of the brake lever 46 can be displaced between the occupant side and the non-occupant side.

  Further, the accelerator / brake interlocking mechanism 28 includes an accelerator interlocking mechanism 48 and a brake interlocking mechanism 50. The accelerator interlocking mechanism 48 is a gear train that transmits rotation between the rotation shafts 44B of the pair of accelerator levers 44. The rotation of each rotation shaft 44B is input and a pair of rotation inputs that output rotation to each rotation shaft 44B. The output part 52 and the rotation transmission part 54 which transmits rotation between a pair of rotation input / output parts 52 are provided. The accelerator / brake interlocking mechanism 28 is symmetric with respect to the steering shaft 14.

  As shown in FIGS. 4 and 5, the rotation input / output unit 52 includes a gear 56 attached to one axial end portion of the rotation shaft 44 </ b> B of the accelerator lever 44 (the vehicle lower end portion during non-steering), and an axial direction. A rotation shaft 58 rotatably supported by the bearing portion 42E at the center, a gear 60 attached to the center of the rotation shaft 58 in the axial direction and meshing with the gear 56, and one axial end portion of the rotation shaft 58 (non-steering) Twist as posture holding means inserted into the gear 62, which is a bevel gear, attached to the lower end of the vehicle at the time) and the other axial end of the rotating shaft 58 (the upper end of the vehicle during non-steering) A coil spring 64.

  The direction that is clockwise when viewed from the side of the gears 56 and 62 is referred to as a clockwise direction, and the direction that is counterclockwise is referred to as a counterclockwise direction.

  The gears 56 and 60 transmit rotation between the rotation shaft 44 </ b> B and the rotation shaft 58. The torsion coil spring 64 has one end locked to the rotating shaft 58 and the other end locked to a locked portion 42G formed on the base 42A. When the rotating shaft 58 rotates clockwise. By elastically deforming, the rotating shaft 58 is urged counterclockwise.

  Here, in the operation of rotating the accelerator lever 44 counterclockwise, that is, the operation of displacing the accelerator lever 44 toward the occupant side, the rotation shaft 44B is counterclockwise and the rotation shaft 58 is clockwise. Since it is rotated, this operation is performed against the urging force of the torsion coil spring 64. For this reason, after the accelerator lever 44 is displaced toward the occupant side and then released from the accelerator lever 44, the accelerator lever 44 is displaced toward the occupant side by the urging force of the torsion coil spring 64.

  Further, as shown in FIG. 6, the accelerator lever 44 stops in a state where the torsion coil spring 64 is elastically restored, but the stop posture of the accelerator lever 44 falls to the inside of the rotation radius of the steering unit 32, and The attachment position of the torsion coil spring 64 is set so as to be raised from the grip portion 42 to the passenger side.

  As shown in FIGS. 1, 5, and 7, the rotation transmission unit 54 includes a rotation shaft 66 that is rotatably provided on the side opposite to the steering shaft 14 of the steering unit 32, and both axial ends of the rotation shaft 66. And a pair of gears 68 provided in the section. The rotation shaft 66 is rotatably supported at the axial center by a shaft support member 70 coupled to the anti-steering shaft 14 side of the connecting member 30, and both axial end portions are axial one end portions ( It is rotatably supported by a pair of bearing portions 42H formed respectively on the lower end portion of the vehicle during non-steering.

  The rotating shaft 66 includes a first shaft portion 66A supported by the shaft support member 70, a pair of second shaft portions 66B supported by the bearing portions 42H, the first shaft portion 66A, and the second shafts. A pair of third shaft portions 66C respectively disposed between the portions 66B, between the first shaft portion 66A and the third shaft portion 66C, and between the third shaft portion 66C and the second shaft portion 66B. Each of the four joint portions 66D is arranged. The rotating shaft 66 is bent at the connecting portion between the first shaft portion 66A and the third shaft portion 66C, the connecting portion between the third shaft portion 66C and the second shaft portion 66B, and is axially central and both axial ends. Since the portion is supported, it cannot be rotated if the connecting portion is in a fixed state. However, since the joint portion 66D is a universal joint (so-called universal joint) and can transmit the rotation of the shaft at an angle, the rotary shaft 66 is rotatable.

  A gear 68 is provided at the end of the second shaft portion 66B on the side of the anti-joint portion 66D in the axial direction. The gear 68 is a bevel gear and meshes with a gear 62 that is also a bevel gear. Accordingly, rotation can be transmitted between the rotation shaft 58 inclined with respect to the second shaft portion 66B and the second shaft portion 66B.

  The brake interlocking mechanism 60 is a gear train that transmits rotation between the rotation shafts 46B of the pair of brake levers 46. The rotation of each rotation shaft 46B is input and a pair of rotations that output rotation to each rotation shaft 46B. A rotation input / output unit 72 and a rotation transmission unit 74 that transmits rotation between the pair of rotation input / output units 72 are provided.

  As shown in FIGS. 4 and 5, the rotation input / output unit 72 includes a gear 76 attached to the rotation shaft 46B of the brake lever 46, and a rotation shaft 78 rotatably supported at both ends in the axial direction by the bearing portion 42F. And a gear 80 attached to one end of the rotating shaft 78 in the axial direction (vehicle lower end during non-steering) and a gear 80 attached to the other end in the axial direction of the rotating shaft 78 (upper end of the vehicle during non-steering). And a gear 82 that meshes with the gear 76 and a torsion coil spring 84 that is inserted into one end of the rotating shaft 78 in the axial direction.

  The direction that is clockwise when viewed from the gears 76 and 80 side is referred to as a clockwise direction, and the direction that is counterclockwise is referred to as a counterclockwise direction.

  The gear 76 attached to the rotating shaft 46B of the brake lever and the gear 82 attached to the rotating shaft 78 are both helical gears, and transmit the rotation between the rotating shaft 46B and the rotating shaft 78 orthogonal to each other. . The torsion coil spring 84 has one end locked to the rotating shaft 78 and the other end locked to the base 42A side. When the rotating shaft 78 rotates in the clockwise direction, the torsion coil spring 84 is elastically deformed and rotates. Is urged counterclockwise.

  Here, in the operation of rotating the brake lever 46 in the clockwise direction, that is, the operation of displacing the brake lever 46 toward the occupant, the rotation shaft 46B is rotated in the clockwise direction and the rotation shaft 58 is rotated in the clockwise direction. Therefore, this operation is performed against the urging force of the torsion coil spring 84. For this reason, if the hand is released from the brake lever 46 after the brake lever 46 is displaced toward the occupant side, the brake lever 46 is displaced toward the occupant side by the urging force of the torsion coil spring 84.

  Here, the brake lever 46 stops with the torsion coil spring 84 elastically restored, but the brake lever 46 is twisted so as to stop in a state of being tilted (fallen) from the grip portion 42 toward the non-occupant side. The attachment position of the coil spring 84 is set. The stop position of the brake lever 46 is set to a position where the index finger, middle finger, ring finger, and little finger can be hooked on the brake lever 46 with the thumb on the accelerator lever 42.

  As shown in FIGS. 1, 5, and 7, the rotation transmission unit 74 includes a rotation shaft 86 that is rotatably provided on the side opposite to the steering shaft 14 of the steering unit 32 and on the side opposite to the occupant of the rotation shaft 66. And a pair of gears 88 provided at both axial ends of the rotating shaft 86. The rotating shaft 86 has the same configuration as that of the rotating shaft 66, and includes a first shaft portion 86A, a pair of second shaft portions 86B, a pair of third shaft portions 86C, and four joint portions 86D. It extends almost parallel to the.

  Further, the gear 88 meshes with the gear 80. The gears 88 and 80 are both bevel gears, and can transmit rotation between the rotation shaft 78 inclined with respect to the second shaft portion 86B and the second shaft portion 86B.

  Further, as shown in FIGS. 8 and 9, the accelerator / brake operation detecting unit 26 includes an accelerator operation detecting unit 90 and a brake operation detecting unit 92. The accelerator operation detection unit 90 includes a gear 94 attached to the axially central portion of the first shaft portion 66A and a potentiometer 96.

  The potentiometer 96 is provided with a rotating shaft 96A extending substantially parallel to the first shaft portion 66A, and a gear 96B is attached to the rotating shaft 96A. Further, the gear 96B and the gear 94 are meshed with each other, and rotation is transmitted between the first shaft portion 66A and the rotation shaft 96A by the gears 94 and 96B.

  As shown in FIG. 3, the potentiometer 96 detects the rotational position of the rotary shaft 96 </ b> A and transmits a detection signal to the ECU 36. The ECU 36 controls the electric throttle 99 provided in the intake system of the gasoline engine 98 based on the rotational position of the rotary shaft 96A.

  As shown in FIGS. 8 and 9, the brake operation detection unit 92 includes a gear 102, a potentiometer 104, and a gear 106 that are attached to the central portion of the first shaft portion 86 </ b> A in the axial direction. The potentiometer 104 is provided with a rotating shaft 104A extending substantially parallel to the first shaft portion 86A, and a gear 104B is attached to the rotating shaft 104A. The gear 106 is a two-stage gear in which a large-diameter tooth portion that meshes with the gear 104B and a small-diameter tooth portion that meshes with the tooth portion formed on the gear 102. The gears 102, 104B, 106 Thus, rotation is transmitted between the first shaft portion 86A and the rotating shaft 104A.

  As shown in FIG. 3, the potentiometer 104 detects the rotational position of the rotating shaft 104 </ b> A and transmits a detection signal to the ECU 36. The ECU 36 controls the braking mechanism 108 based on the rotational position of the rotating shaft 104A.

  Further, as shown in FIGS. 8 and 9, the gear 110 </ b> A provided on the rotary damper 110 is engaged with the counter gear 106 side of the gear 102, and the rotational force of the first shaft portion 86 </ b> A is attenuated by the rotary damper 110. Has been. Thereby, the operation load of the brake lever 46 is larger than the operation load of the accelerator lever 44.

  Next, the operation and effect of the vehicle driving apparatus 10 will be described.

  As shown in FIG. 10, when a finger (for example, a right thumb as shown) is hung on the accelerator lever 44 on the right hand side when viewed from the passenger side and the accelerator lever 44 is displaced toward the non-occupant side, the right hand side On the right hand side of the accelerator / brake operating unit 24 and the accelerator / brake interlocking mechanism 28, the rotating shaft 44B rotates counterclockwise against the biasing force of the torsion coil spring 64, and the rotation of the rotating shaft 44B is the gear 56. The rotation shaft 58 is transmitted to the rotation shaft 58 by the rotation 60, and the rotation shaft 58 rotates in the clockwise direction against the urging force of the torsion coil spring 64.

  The rotation of the rotary shaft 58 is transmitted to the right-hand side second shaft portion 66B by the right-hand side gears 62 and 68, and the third shaft is transferred from the second shaft portion 66B to the right-hand side third shaft portion 66C. A joint portion 66D which is a universal joint from the portion 66C to the first shaft portion 66A, from the first shaft portion 66A to the third shaft portion 66C on the left hand side, and from the third shaft portion 66C to the second shaft portion 66B on the left hand side. The rotation is transmitted by. As a result, the entire rotation shaft 66 rotates counterclockwise as viewed from the right-hand gear 68 side, and the rotation of the first shaft portion 66A is transmitted to the rotation shaft 96A of the potentiometer 96 by the gears 94 and 96B. The rotary shaft 96A rotates, and the rotational position of the rotary shaft 96A is detected by the potentiometer 96. The ECU 36 adjusts the opening of the electric throttle 99 based on the rotational position of the rotating shaft 96 </ b> A detected by the potentiometer 96. As a result, the electric throttle 99 is driven according to the operation amount of the accelerator lever 44, the amount of rotation of the gasoline engine 98 is increased, and the vehicle is accelerated.

  Thereafter, the rotation of the second shaft portion 66B on the left hand side is transmitted to the left hand side rotation shaft 58 by the left hand side gear 68 and gear 62, and the rotation shaft 58 counterclockwise against the biasing force of the torsion coil spring 64 Rotate in the direction.

  The rotation of the rotary shaft 58 is transmitted to the rotary shaft 44B by the gears 60 and 56 on the left hand side of the accelerator / brake operating unit 24 and the accelerator / brake interlocking mechanism 28 on the left hand side, and the rotary shaft 44B is twisted coil spring. Rotate clockwise against 64 urging forces. As a result, the left-hand side accelerator lever 44 is displaced toward the non-occupant side by the same amount as the operation amount of the right-hand side accelerator lever 44 simultaneously with the right-hand side accelerator lever 44.

  Further, when the left-hand side accelerator lever 44 is operated, the pair of accelerator / brake operation units 24 and the accelerator / brake interlocking mechanism 28 perform the same operation as when the right-hand side accelerator lever 44 is operated, The accelerator lever 44 on the right hand side is displaced by the same amount as the operation amount of the accelerator lever 44 on the left hand side simultaneously with the accelerator lever 44 on the left hand side.

  On the other hand, as shown in FIG. 11, when a finger (for example, right middle finger, ring finger, pinky finger as shown) is put on the brake lever 46 on the right hand side and the brake lever 46 is displaced toward the occupant side, On the right hand side of the accelerator / brake operating unit 24 and the accelerator / brake interlocking mechanism 28, the rotating shaft 46B rotates clockwise against the biasing force of the torsion coil spring 84, and the rotation of the rotating shaft 46B is rotated by the gears 76, 82. Is transmitted to the rotating shaft 78, and the rotating shaft 78 rotates in the clockwise direction against the urging force of the torsion coil spring 84.

  Then, the rotation of the rotary shaft 78 is transmitted to the second shaft portion 86B on the right hand side by the right-hand side gears 80 and 88, and the third shaft is transferred from the second shaft portion 86B to the third shaft portion 86C on the right hand side. A joint portion 86D which is a universal joint from the portion 86C to the first shaft portion 86A, from the first shaft portion 86A to the third shaft portion 86C on the left hand side, and from the third shaft portion 86C to the second shaft portion 86B on the left hand side. The rotation is transmitted by. As a result, the entire rotation shaft 86 rotates counterclockwise when viewed from the right-hand gear 88 side, and the rotation of the first shaft portion 86A is caused to rotate on the rotation shaft 104A of the potentiometer 104 by the gears 102, 104B, and 106. The rotation shaft 104A is transmitted and the potentiometer 104 detects the rotation position of the rotation shaft 104A. The ECU 36 adjusts the braking mechanism 108 based on the rotational position of the rotating shaft 104A detected by the potentiometer 104. As a result, the braking mechanism 108 is driven according to the operation amount of the brake lever 46, and the vehicle decelerates.

  Thereafter, the rotation of the second shaft portion 86B on the left hand side is transmitted to the left hand side rotation shaft 78 by the left hand side gear 88 and gear 80, and the rotation shaft 78 counterclockwise against the biasing force of the torsion coil spring 84. Rotate in the direction.

  The rotation of the rotary shaft 78 is transmitted to the rotary shaft 46B by the gears 82 and 76 on the left hand side of the accelerator / brake operating unit 24 and the accelerator / brake interlocking mechanism 28 on the left hand side, and the rotary shaft 46B is twisted coil spring. Rotate clockwise against 84 biasing force. As a result, the left brake lever 46 is displaced toward the occupant side by the same amount as the operation amount of the right hand brake lever 46 simultaneously with the right hand brake lever 46.

  When the left-hand brake lever 46 is operated, the pair of accelerator / brake operation units 24 and the accelerator / brake interlocking mechanism 28 perform the same operation as when the right-hand brake lever 46 is operated, The brake lever 46 on the right hand side is displaced by the same amount as the operation amount of the brake lever 46 on the left hand side simultaneously with the brake lever 46 on the left hand side.

  By the way, as shown in FIGS. 12A to 12C, the grip portion 42 can be gripped from the outside of the rotation radius of the steering portion 32, and in this state, the thumb can be put on the accelerator lever 44. The position of the rotation shaft 44B of the accelerator lever 44 is determined, and the amount of operation of the accelerator lever 44 can be adjusted by bending the thumb toward the non-occupant side or returning it to the occupant side.

  Here, with the torsion coil spring 64, the attitude of the accelerator lever 44 when not being operated is tilted to the center side of the steering part 32 (inside the rotation radius of the steering part 32) and is raised from the grip part 42 to the occupant side. Further, the lever portion 44A of the accelerator lever 44 is formed in an arc shape. For this reason, first, as shown in FIG. 12 (A), the thumb is placed on the end of the lever portion 44A on the upper side of the vehicle when not steered, and then the thumb as shown in FIGS. 12 (B) and 12 (C). The accelerator lever 44 is gradually pushed toward the non-occupant side by simply moving the lever joint 44A away from the index finger along the shape of the lever portion 44A with the joint at the base extended. From there, if the thumb is attached and the joint at the base is extended, the lever lever 44A is moved toward the index finger along the shape of the lever portion 44A, so that the amount of depression of the accelerator lever 44 gradually decreases.

  That is, the amount of operation of the accelerator lever 44 can be adjusted by bending the thumb to the occupant side with the joint at the base as a fulcrum or returning to the occupant side, and the shape of the accelerator lever without bending the thumb. The amount of operation of the accelerator lever 42 can also be adjusted by moving it away from the index finger or wearing it on the index finger.

  In addition, since the movement locus of the thumb and the movement locus of the accelerator lever 44 are in the same direction, the finger is not released from the accelerator lever 44 during the operation, so that a reliable operation is possible.

  As a result, the amount of operation of the accelerator lever 44 can be adjusted using the angle between the thumb and the index finger and the relative position of the thumb with respect to the accelerator lever 44 as a guide, so that fine adjustment of the amount of operation of the accelerator lever 44 can be facilitated.

  Further, since the accelerator lever 44 is provided in the grip portion 42, the position of the rotation shaft 44B that is the rotation shaft of the accelerator lever 44 and the accelerator lever are compared with the case where the accelerator lever 44 is provided in the central portion of the steering portion 32. The position of the joint at the base of the thumb that operates 42 becomes closer, and the turning locus of the accelerator lever 44 and the locus of the thumb that operates the accelerator lever 44 become closer, so the operation amount of the accelerator lever 44 and the thumb The difference with the amount of movement is reduced.

  Therefore, compared with the case where the accelerator lever 44 is provided at the center of the steering portion 32, fine adjustment of the operation amount of the accelerator lever 44 can be facilitated.

  Further, the brake lever 46 is provided on the side opposite to the occupant of the grip portion 42, that is, on the side of the grip portion 42 opposite to the accelerator lever 44, and the rotational force due to the operation of the brake lever 46 is attenuated by the rotary damper 110. Thus, the operation load of the brake lever 46 is larger than the operation load of the accelerator lever 44. As a result, a difference in operating feeling occurs between the brake lever 46 and the accelerator lever 44, so that the possibility of operating the brake lever 46 and the accelerator lever 44 by mistake can be reduced.

  Further, a through hole 44H is formed in the accelerator lever 44, and the thumb is separated from the accelerator lever 44 by letting the thumb escape to the through hole 44H. Therefore, it is possible to prevent the thumb from being impacted at the time of a vehicle collision or the like.

  Further, when the brake lever 46 is gripped during emergency braking, it is assumed that the accelerator lever 44 is simultaneously gripped as a natural human action. When the finger escapes, it is possible to avoid grasping the accelerator lever 44, thereby avoiding a sudden accelerator operation.

  In this embodiment, a pair of the accelerator lever 44 and the brake lever 46 are provided on the steering unit 32. However, one accelerator lever 44 and one brake lever 46 may be provided, or only the accelerator lever 44 may be provided.

It is the perspective view which looked at the vehicle drive device concerning the embodiment of the present invention from the slanting back of the vehicle. It is the perspective view which looked at the vehicle drive device concerning the embodiment of the present invention from the slanting upper part. It is a figure showing the outline of the vehicle operation system which adopted the vehicle operation device concerning the embodiment of the present invention. It is the side view which looked at the circumference of the grip part of the vehicle operation device concerning the embodiment of the present invention from the vehicle side. It is the front view which looked at the circumference of the grip part of the vehicle operation device concerning the embodiment of the present invention from the vehicle side. It is the perspective view which looked at the circumference of the grip part of the vehicle operation device concerning the embodiment of the present invention from the vehicles front. It is the perspective view which looked at the accelerator and brake interlocking mechanism of the vehicle driving device concerning the embodiment of the present invention from the slanting back of the vehicle. It is the perspective view which looked at the accelerator and brake operation detection part of the vehicle drive device which concerns on embodiment of this invention from the diagonally backward of the vehicle. It is the perspective view which looked at the accelerator and the brake operation detection part of the vehicle driving device which concerns on embodiment of this invention from the diagonally forward direction of the vehicle. It is a perspective view which shows the operating state of the vehicle driving device which concerns on embodiment of this invention. It is a perspective view which shows the operating state of the vehicle driving device which concerns on embodiment of this invention. (A), (B) is a perspective view which shows the operation state of the accelerator lever of the vehicle drive device which concerns on embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Vehicle drive device 32 Steering part 42 Grip part 44 Accelerator lever 46 Brake lever 64 Torsion coil spring (attitude holding means)

Claims (5)

A steering unit that is rotated by an occupant;
A grip portion provided in the steering portion and held by an occupant;
An accelerator lever that is rotatably provided in the grip portion and is operated to rotate by an occupant;
A vehicle driving apparatus comprising:   The vehicle driving device according to claim 1, further comprising posture holding means for holding the posture of the accelerator lever in a state where the steering lever is tilted to the inside of a turning radius of the steering portion and is raised from the grip portion toward an occupant side. .   The vehicle driving apparatus according to claim 2, wherein the accelerator lever is formed in an arc shape.   4. The vehicle driving device according to claim 2, wherein a brake lever is provided on a side opposite to the occupant of the grip portion, and an operation load of the brake lever is different from an operation load of the accelerator lever. 5. .   The vehicle driving device according to any one of claims 1 to 4, wherein a through hole is formed in the accelerator lever.

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