JP2008013060A - Driving apparatus for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving apparatus for a vehicle which keeps the operation configurations for an accelerating operation different from those of a braking operation. <P>SOLUTION: In this driving apparatus 10 for the vehicle, when a control knob 22 is relatively rotated to a body section 14, the vehicle is accelerated, and when a grip 24 is relatively rotated to the control knob 22, the steering wheel of the vehicle is turned. Also, when a controller 12 to which the control knob 22 and the grip 24 are attached is relatively moved forward to the vehicle, the vehicle is braked. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicular driving apparatus for driving a vehicle such as an automobile.

  2. Description of the Related Art Conventionally, a body part that is attached to a side of a vehicle seat, a control rod (connecting part) that is rotatably attached to the body part, and a grip (operating part) that is rotatably attached to the tip of the connecting part. Has been devised (see, for example, Patent Document 1).

In this vehicle driving device, the vehicle is accelerated when the operating portion is rotated downward together with the connecting portion, and the vehicle is braked when the operating portion is rotated upward together with the connecting portion.
Design Registration No. 1249167

  An object of the present invention is to obtain a vehicular driving apparatus in which the operation modes of the acceleration operation and the deceleration operation are different.

  In order to solve the above-described problem, a vehicle driving device according to the invention described in claim 1 is provided with an acceleration operation unit for accelerating the vehicle, and a device main body that moves relative to the vehicle by a braking operation; It has a detection means for detecting a relative movement amount of the apparatus main body with respect to the vehicle, and a control means for controlling the braking device of the vehicle based on the detection result of the detection means.

  In the vehicle driving apparatus according to the first aspect, the vehicle is accelerated when the acceleration operation unit provided in the apparatus main body is operated. When the apparatus main body is moved relative to the vehicle by the braking operation, the detection means detects the relative movement amount, and the control means controls the vehicle braking device based on the detection result. Thereby, the vehicle is braked. Thus, in this vehicle driving device, the operation modes of the acceleration operation and the deceleration operation are different.

  According to a second aspect of the present invention, in the vehicular driving apparatus according to the first aspect, the apparatus main body is relatively moved in the front-rear direction with respect to the vehicle, and the detection means includes: A relative movement amount of the apparatus main body to the front side with respect to the vehicle is detected.

  In the vehicular driving apparatus according to claim 2, when the apparatus main body is relatively moved forward with respect to the vehicle, the detection means detects the relative movement amount, and the control means detects the vehicle based on the detection result. Control the braking device. Thereby, the vehicle is braked. Here, at the time of braking of the vehicle, an inertial force directed toward the front side of the vehicle acts on the occupant, so that the occupant can move the apparatus main body toward the front side of the vehicle using this inertial force.

  According to a third aspect of the present invention, there is provided a vehicular driving apparatus according to the second aspect, further comprising an urging unit that urges the apparatus main body toward the vehicle rear side.

  In the vehicle driving apparatus according to the third aspect, the occupant can support the body by using the urging force of the urging means directed toward the vehicle rear side that acts on the apparatus main body during the braking operation.

  A vehicle driving apparatus according to a fourth aspect of the present invention is the vehicle driving apparatus according to any one of the first to third aspects, wherein the apparatus main body is attached to be movable relative to the vehicle. The acceleration operation unit is a control knob that is rotatably attached to the body unit, and the control knob is provided with a steering operation unit for turning the steering wheel of the vehicle. It is a feature.

  In the vehicle drive device according to the fourth aspect, the vehicle is accelerated when the control knob is rotated with respect to the body portion of the device main body. Further, when a steering operation unit provided on the control knob is operated, the steering wheel of the vehicle is steered. Furthermore, the vehicle is braked when the apparatus main body (the trunk, the control knob, and the steering operation unit) is moved relative to the vehicle.

  A vehicle driving device according to a fifth aspect of the present invention is the vehicle driving device according to any one of the first to third aspects, wherein the device main body steers the steered wheels of the vehicle. The acceleration operation unit is a control knob that is rotatably attached to the steering input member.

  In the vehicle drive device according to the fifth aspect, the vehicle is accelerated when the control knob is rotated with respect to the steering input member. Further, when the steering input member is operated, the steering wheel of the vehicle is steered. Furthermore, the vehicle is braked when the steering input member is moved relative to the vehicle.

  According to a sixth aspect of the present invention, in the vehicular driving apparatus according to any one of the first to fifth aspects, the detection means includes a rotating shaft and the rotating shaft. A rotation amount detector for detecting a rotation amount; a pinion attached to the rotation shaft; and a rack attached to the device main body and meshed with the pinion to rotate the pinion during the braking operation of the device main body. It is characterized by that.

  In the vehicular driving apparatus according to the sixth aspect, when the apparatus main body is moved relative to the vehicle, the pinion engaged with the rack of the apparatus main body rotates together with the rotation shaft of the rotation amount detector. Accordingly, the rotation amount of the rotation shaft is detected by the rotation amount detector, and the control means detects the relative movement amount of the apparatus main body with respect to the vehicle based on the detection result.

  As described above, in the vehicular driving apparatus according to the present invention, the operation modes of the acceleration operation and the deceleration operation are different.

<First Embodiment>
1 and 2 are perspective views showing the configuration of the vehicle driving apparatus 10 according to the first embodiment of the present invention. FIG. 3 is a perspective view showing the configuration of the main part of the vehicle driving apparatus 10. Further, in FIGS. 4 and 5, the configuration of the main part of the vehicle driving device 10 is shown in a side view. In the figure, the arrow UP indicates the upper side of a vehicle (not shown) on which the vehicle driving device 10 is mounted, and the arrow FR indicates the front of the vehicle.

  The vehicle driving device 10 is a vehicle driving device that can be operated by acceleration, steering, and braking with one hand without using a foot and can be operated by a person with a disability in the lower limbs. ) Has a controller 12 as a device main body. The controller 12 includes a body portion 14, and an attachment piece 16 is integrally provided at a lower end portion of the body portion 14. An upper cover 20 that is integral with an armrest 18 on which an occupant seated in the seat places an elbow is attached to the lower end of the attachment piece 16.

  In addition, a control knob 22 that is formed in a rod shape that is curved in a substantially U shape and that constitutes an acceleration operation portion is provided on the vehicle front side of the trunk portion 14. The control knob 22 is attached to a vehicle front side end portion of the trunk portion 14 via a support shaft (not shown) at a bending direction, and can be rotated around an axis line along the vehicle width direction with respect to the trunk portion 14. (Refer to arrow A in FIG. 4 and a two-dot chain line). The control knob 22 is biased to a predetermined neutral position (a position indicated by a solid line in FIG. 4) by a biasing member (not shown) provided in the body portion 14. In a state where the control knob 22 is disposed at the neutral position, the middle portion in the bending direction of the control knob 22 protrudes toward the vehicle front side, and the other end portion in the bending direction of the control knob 22 protrudes toward the vehicle rear side.

  A detector 23 (for example, a potentiometer, an encoder, etc.) that detects the amount of rotation from the neutral position of the control knob 22 is provided inside the body portion 14, and this detector 23 is mounted on a vehicle. Not electrically connected to the control circuit. This control circuit controls a vehicle drive device (engine, motor, etc., not shown) based on the detection result of the detector 23, and the control knob 22 is located below the neutral position (FIG. 4). When the vehicle is rotated in the direction of arrow A), the vehicle is accelerated.

  A grip 24 that is hemispherical and forms a steering operation unit is rotatably attached to the other end of the control knob 22 in the bending direction via a support shaft (not shown) (arrow B and arrow C in FIG. 1). reference). The rotation axis of the grip 24 is substantially along the longitudinal direction of the vehicle when the control knob 22 is disposed at the neutral position. The grip 24 is biased to a predetermined neutral position by a biasing member (not shown) provided inside the grip 24.

  A detector 25 (for example, a potentiometer, an encoder, etc.) for detecting the amount of rotation from the neutral position of the grip 24 is provided inside the grip 24. This detector 25 is a control (not shown) mounted on the vehicle. It is electrically connected to the circuit. The control circuit controls a vehicle steering device (not shown) based on the detection result of the detector 25. In this steering device, a steering wheel (not shown) of a vehicle is steered and driven by a driving force of a motor or the like, and the grip 24 is rotated from the neutral position in the direction of arrow B (clockwise direction) in FIG. Then, the steered wheels are steered to the right, and when the grip 24 is rotated from the neutral position in the direction of arrow C in FIG. 1 (counterclockwise direction), the steered wheels are steered to the left. (This is a so-called steer-by-wire steering mechanism).

  The controller 12 configured as described above is attached to the vehicle body via the support mechanism 26. The support mechanism 26 has a columnar support member 28 whose lower end is fixed to the vehicle body. A plate-like base plate 30 is fixed to the upper end portion of the support member 28 as shown in FIGS. The base plate 30 is disposed so that the plate thickness direction is along the vehicle vertical direction, and is covered except for the upper end side by a lower cover 32 (see FIG. 1) supported by the support member 28. A slide plate 34 is attached to the upper portion of the base plate 30 via a slide mechanism (not shown) (for example, a linear guide). The slide plate 34 is disposed in parallel to the base plate 30 and is slidable in the front-rear direction relative to the base plate 30, that is, the vehicle. A stopper member 36 that protrudes downward is attached to the vehicle front side end portion of the slide plate 34, and the stopper member 36 comes into contact with the vehicle front side end portion of the base plate 30 to slide. The relative movement of the plate 34 to the rear side of the vehicle with respect to the base plate 30 is restricted (the state shown in FIGS. 3 and 4; hereinafter, this position is referred to as “original position”).

  Further, as shown in FIG. 4, a torsion coil spring 38 as an urging means is provided between the base plate 30 and the slide plate 34. The torsion coil spring 38 is locked at one end in the torsion direction to a spring receiving shaft 40 attached to the base plate 30 and is locked at the other end in the torsion direction to a spring receiving shaft 42 attached to the slide plate 34. Yes. The torsion coil spring 38 biases the slide plate 34 toward the vehicle rear side, and the slide plate 34 is normally in a state (original position) where the stopper member 36 is in contact with the vehicle front side end portion of the base plate 30. Is retained.

  Further, a potentiometer 44 as a rotation amount detector is disposed between the base plate 30 and the slide plate 34. The potentiometer 44 is fixed to the base plate 30, and a pinion 48 is attached to the rotation shaft 46. The pinion 48 corresponds to a rack 52 described later.

  On the other hand, the controller 12 described above is attached to the upper portion of the slide plate 34 via a bracket 50 and a bracket (not shown). When the occupant presses the grip 24 toward the vehicle front side, the controller 12 is integrated with the slide plate 34. The base plate 30 is slid forward relative to the vehicle, that is, against the urging force of the torsion coil spring 38 (see FIGS. 2 and 5. In FIG. 2, the base plate 30 inside the lower cover 32. Etc. are omitted). The sliding of the controller 12 toward the vehicle front side as described above is the braking operation of the vehicle driving device 10.

  A rack 52 is provided on the upper side of the slide plate 34 at the end opposite to the seat (not shown). The rack 52 is fixed to the slide plate 34 via a bracket (not shown), and is configured to be indirectly attached to the controller 12 via the bracket, the slide plate 34, the bracket 50 described above, and the like. . Teeth are formed at the lower end of the rack 52, and these teeth mesh with the external teeth of the pinion 48 described above. For this reason, when the rack 52 is slid integrally with the controller 12 and the slide plate 34 in the vehicle front-rear direction, the pinion 48 is rotated integrally with the rotary shaft 46 of the potentiometer 44. Thereby, the potentiometer 44 detects the relative movement amount (movement amount from the original position) of the controller 12 to the front side with respect to the vehicle.

  The potentiometer 44 is electrically connected to a control device 54 as a control means mounted on the vehicle. The control device 54 is electrically connected to a braking device 56 (braking device) mounted on the vehicle, and controls the braking device 56 based on the detection result of the potentiometer 44. That is, the control device 54 is configured to increase the braking force of the braking device 56 in proportion to an increase in the amount of movement from the original position of the controller 12, and in a state where the controller 12 is located at the original position, The control device 54 makes the braking force of the braking device 56 zero. The control device 54 switches the vehicle drive device (engine, motor, etc.) to the idling state regardless of the operation state of the control knob 22 when the braking device 56 is operated.

  Next, the operation of the first embodiment will be described.

  In the vehicle driving apparatus 10 having the above-described configuration, the controller 12 is normally held at the original position shown in FIGS. 1, 3, and 4 by the urging force of the torsion coil spring 38 that acts on the slide plate 34. And if the passenger | crew who put an elbow on the armrest 18 of the controller 12 rotates the grip 24 integrally with the control knob 22 to the lower side (arrow A direction of FIG. 4), the vehicle will accelerate. Further, when the occupant rotates the grip 24 with respect to the control knob 22 in the directions of arrows C and B in FIG. 1, the steered wheels of the vehicle are steered.

  Further, when the occupant presses the grip 24 toward the front side of the vehicle, the controller 12 moves relative to the base plate 30, that is, the vehicle toward the front side against the biasing force of the torsion coil spring 38 together with the slide plate 34 and the rack 52 (see FIG. 2 and the arrow P in FIG. 5), the pinion 48 rotates together with the rotation shaft 46 of the potentiometer 44. Thereby, the potentiometer 44 detects the movement amount from the original position of the controller 12, and the control apparatus 54 controls the braking device 56 of a vehicle based on this detection result. Thereby, the vehicle is braked.

  As described above, in the vehicle driving apparatus 10, acceleration operation (rotation operation of the control knob 22), steering operation (rotation operation of the grip 24), braking operation (pressing operation of the controller 12 toward the vehicle front side), and The operation mode is different. That is, since the operation directions of the acceleration operation, the steering operation, and the braking operation are set completely different from each other, the braking operation can be performed smoothly and urgently at any time regardless of the acceleration operation or the steering operation. Can reduce the possibility of erroneous operation. Moreover, since the vehicle is braked by moving the controller 12 relative to the vehicle, the occupant can easily brake the vehicle with a rough motion.

  Further, in the vehicle driving apparatus 10, as described above, the controller 12 is braked by moving relative to the vehicle forward against the urging force of the torsion coil spring 38. In some cases, an inertial force directed toward the front side of the vehicle acts on the occupant, and the occupant can move the grip 24 (controller 12) to the front side of the vehicle using this inertial force. Further, the occupant can support the body by using the urging force of the torsion coil spring 38 acting on the controller 12 toward the vehicle rear side. In other words, the braking operation of the vehicular driving apparatus 10 matches the natural operation for the occupant to support his / her body during vehicle braking, so that the operability of the braking operation is good.

In the vehicle driving device 10 according to the first embodiment, the controller 12 (device main body) is configured to include both the acceleration operation unit (control knob) and the steering operation unit (grip). Not limited to this, the steering operation unit may be provided separately from the controller 12.
<Second Embodiment>
Next, a second embodiment of the present invention will be described. FIG. 6 is a perspective view showing the configuration of the vehicle driving device 60 according to the second embodiment of the present invention. 7 and 8 show a side view of the configuration of the vehicular driving apparatus 60. FIG. Further, in FIGS. 9 and 10, the configuration of the main part of the vehicle driving device 60 is shown in a side view. In the figure, the arrow UP indicates the upper side of a vehicle (not shown) on which the vehicle driving device 60 is mounted, and the arrow FR indicates the front of the vehicle.

  The vehicular driving device 60 is a vehicular driving device that can be operated by acceleration, steering, and braking with only a hand without using a foot, and can be operated even by a person with lower limb disability. The vehicle driving device 60 is arranged on the vehicle rear side of an instrument panel 62 (see FIG. 6) of a vehicle (not shown), and has a plate-like support plate 64 fixed to the vehicle. The support plate 64 is arranged with the plate thickness direction along the vehicle vertical direction, and a box-shaped cover 66 is attached to the upper portion of the support plate 64. A box-shaped base member 68 (see FIGS. 9 and 10) is provided inside the cover 66. The base member 68 is fixed to the upper part of the support plate 64, and the slide shaft 70 passes through the base member 68. The axial direction of the slide shaft 70 is arranged along the vehicle longitudinal direction, and the slide shaft 70 is supported so as to be slidable in the vehicle longitudinal direction by linear bearings 72 and 74 respectively attached to both ends of the base member 68 in the vehicle longitudinal direction. (See FIGS. 9 and 10).

  A stopper member 76 is attached to one end of the slide shaft 70 in the axial direction (end on the front side of the vehicle), and the stopper member 76 abuts on the linear bearing 72 on the front side of the vehicle, thereby The rearward relative movement with respect to the vehicle is restricted (the state shown in FIGS. 7 and 8; this position is hereinafter referred to as “original position”). Further, the slide shaft 70 is urged toward the vehicle rear side by an urging member 78 (for example, a spring or the like) as an urging means provided inside the base member 68. Normally, the stopper member 76 is a linear bearing. 72 (the original position) is held in contact.

  On the other hand, a connecting tool 80 is attached to the other axial end of the slide shaft 70, and the connecting tool 80 comes into contact with the linear bearing 74 on the vehicle rear side so that the slide shaft 70 moves forward with respect to the vehicle. The relative movement is limited. A plate-like base plate 84 that constitutes a steering input member 82 as the apparatus main body is attached to the connector 80. The base plate 84 is disposed in a state where the plate thickness direction is inclined at a predetermined angle with respect to the vehicle longitudinal direction, and a pair of bearings 86 and 88 are attached to the surface of the base plate 84 on the vehicle rear side. These bearings 86 and 88 are arranged side by side in the vertical direction of the vehicle, and rotating shafts 90 and 92 shown in FIG. 11 to FIG. 13 are pivotally supported by these bearings 86 and 88, respectively. These rotary shafts 90 and 92 are fixed to the intermediate portions in the longitudinal direction of the link shafts 94 and 96 formed in a rod shape, respectively, and the connecting shafts 98 are respectively connected to both longitudinal ends of the link shafts 94 and 96. , 100, 102, 104 are attached. A pair of connecting shafts 98 and 100 attached to one longitudinal end of each of the link shafts 94 and 96 are rotatably supported by the connecting member 106, and are connected to the other longitudinal end of each of the link shafts 94 and 96. The pair of attached connecting shafts 102 and 104 are rotatably supported by the connecting member 108.

  Here, the rotating shafts 90 and 92, the link shafts 94 and 96, the connecting shafts 98, 100, 102, and 104, and the connecting members 106 and 108 constitute a parallel link mechanism, and the link shafts 94 and 96 are always It is rotated around the rotation axes 90 and 92 in a parallel state (see FIG. 11). In addition, in this case, the connecting members 106 and 108 are turned around the rotation shafts 90 and 92 without changing the posture with respect to the vehicle. A rotary damper 114 is connected to the rotary shaft 90 disposed on the upper side of the vehicle via gears 110 and 112 shown in FIGS. 9 and 10, and a predetermined resistance is applied to the rotation of the link shafts 94 and 96. It is configured to give power.

  A potentiometer 120 is connected to the rotary shaft 92 disposed on the lower side of the vehicle via gears 116 and 118 shown in FIGS. 9 and 10, and the amount of rotation of the rotary shaft 92 is detected by the potentiometer 120. It has come to be. The potentiometer 120 is electrically connected to a control circuit (not shown) mounted on the vehicle, and this control circuit controls a vehicle steering device (not shown) based on the detection result of the potentiometer 120. Yes. In this steering device, a steering wheel (not shown) of a vehicle is steered by a driving force of a motor or the like, and the link shafts 94 and 96 are rotated clockwise from a neutral position shown by a solid line in FIG. When the wheel is rotated in the direction of arrow D in FIG. 11, the steered wheel is steered to the right. When the link shafts 94 and 96 are rotated in the counterclockwise direction (in the direction of arrow E in FIG. 11), the steered wheel is turned to the left. The vehicle is steered (a steer-by-wire steering mechanism).

  Further, as shown in FIGS. 12 and 13, control knobs 126 and 128 constituting an acceleration operation unit are attached to the connecting members 106 and 108 described above, respectively. These control knobs 126 and 128 are rotatable in the directions indicated by arrows F and F in FIG. As described above, since the connecting members 106 and 108 are turned around the rotation shafts 90 and 92 without changing the posture with respect to the vehicle, the control knobs 126 and 128 also have the rotation shaft 90, without changing the posture with respect to the vehicle. It is turned around 92.

  These control knobs 126 and 128 are connected to respective axial ends of accelerator shafts 122 and 124, respectively. The other axial end portions of the accelerator shafts 122 and 124 are connected to one axial end portions of the other shafts 164 and 166 via the universal joints 160 and 162, and the axial directions of these shafts 164 and 166 are the same. The other end portions are connected to each other via universal joints 168 and 170 and a shaft 172. As a result, the control knobs 126 and 128 rotate in an integrated manner. Since a pair of universal joints are provided on both sides of the control knob 126 side and the control knob 128 side, the rotation angle between the control knobs 126 and 128 and the shaft 172 does not change.

  The shaft 172 is rotatably supported by a bracket 132 (see FIGS. 9 and 10) attached to one link shaft 96, and a gear 174 is attached to an intermediate portion in the axial direction. This gear 174 is meshed with another gear 178, and this gear 178 is attached to the rotation shaft of a potentiometer 176 attached to the bracket 132. For this reason, when the control knobs 126 and 128 are rotated, the rotation shaft of the potentiometer 176 is rotated. As a result, the potentiometer 176 detects the amount of rotation of the control knobs 126 and 128.

  The potentiometer 176 is electrically connected to a control circuit (not shown) mounted on the vehicle. This control circuit controls a vehicle drive device (engine, motor, etc., not shown) based on the detection result of the potentiometer 176, and the control knobs 126, 128 are connected to the connecting members 106, 108 When the vehicle is relatively rotated in the direction of arrow F in FIG. 12, the vehicle is accelerated (see FIG. 13).

  As shown in FIGS. 6 to 8, the steering input member 82 having the above configuration includes a cover 134 attached to the base plate 84. The cover 134 includes control knobs 126 and 128, connecting members 106, 108, In addition, the above-described components except for both longitudinal ends of the link shafts 94 and 96 are covered.

  On the other hand, as shown in FIGS. 9 and 10, a rack 136 is provided above the base member 68 described above. The rack 136 is disposed such that the longitudinal direction thereof is along the vehicle front-rear direction, and is attached to the base member 68 so as to be slidable in the vehicle front-rear direction. One end in the longitudinal direction of the rack 136 (the end on the vehicle rear side) is connected to the upper end of the base plate 84 via the mounting shaft 138 and the bracket 140, and the base plate 84, that is, the steering input member 82, together with the slide shaft 70 is connected to the base. When the vehicle is slid in the vehicle longitudinal direction, the rack 136 is also slid in the vehicle longitudinal direction together with the steering input member 82.

  A rotary damper 142 is attached to the upper part of the base member 68. A pinion 146 is attached to the rotating shaft 144 of the rotary damper 142, and the external teeth of the pinion 146 are meshed with teeth formed at the upper end portion of the rack 136. For this reason, when the rack 136 slides in the vehicle front-rear direction, the pinion 146 is rotated integrally with the rotary shaft 144 of the rotary damper 142, whereby the steering input member 82 is slid in the vehicle front-rear direction. A predetermined resistance is applied.

  Further, a potentiometer 148 as a rotation amount detector is attached to the upper part of the base member 68. A pinion 152 is attached to the rotary shaft 150 of the potentiometer 148, and the external teeth of the pinion 152 are engaged with teeth formed at the upper end of the rack 136. For this reason, when the rack 136 slides with the steering input member 82 in the vehicle front-rear direction, the pinion 152 is rotated integrally with the rotary shaft 150 of the potentiometer 148. Thereby, the potentiometer 148 detects the relative movement amount (movement amount from the original position) of the steering input member 82 to the front side with respect to the vehicle.

  The potentiometer 148 is electrically connected to a control device 154 as control means mounted on the vehicle. The control device 154 is electrically connected to a braking device 156 (braking device) mounted on the vehicle, and controls the braking device 156 based on the detection result of the potentiometer 148. That is, the control device 154 is configured to increase the braking force of the braking device 156 in proportion to an increase in the amount of movement of the steering input member 82 from the original position, and the steering input member 82 is disposed at the original position. In the state, the control device 154 makes the braking force of the braking device 156 zero.

  Next, the operation of the second embodiment will be described.

  In the vehicle driving device 60 having the above-described configuration, the steering input member 82 is normally held at the original position shown in FIGS. 7 and 9 by the urging force of the urging member 78 acting on the slide shaft 70. Then, when the occupant rotates the control knobs 126, 128 of the steering input member 82 relative to the connecting members 106, 108, the vehicle is accelerated. Further, when the occupant turns the control knobs 126 and 128 around the rotation shafts 90 and 92 together with the link shafts 94 and 96, the steered wheels of the vehicle are steered.

  Further, when the occupant presses the control knobs 126 and 128 toward the front side of the vehicle, the steering input member 82 together with the slide shaft 70 and the rack 136 resists the urging force of the urging member 78, and the front side of the base member 68, that is, the vehicle (Refer to FIGS. 8 and 10), the pinion 152 rotates together with the rotary shaft 150 of the potentiometer 148. Thereby, the potentiometer 148 detects the amount of movement of the steering input member 82 from the original position, and the control device 154 controls the braking device 156 of the vehicle based on the detection result. Thereby, the vehicle is braked.

  As described above, in the vehicle driving device 60, the acceleration operation (rotation operation of the control knobs 126 and 168), the steering operation (rotation operation of the steering input member 82), and the braking operation (the vehicle front side of the steering input member 82). And the operation mode are completely different. That is, since the operation directions of the acceleration operation, the steering operation, and the braking operation are set completely different from each other, the braking operation can be performed smoothly and urgently at any time regardless of the acceleration operation or the steering operation. Can reduce the possibility of erroneous operation. In addition, since the vehicle is braked by moving the steering input member 82 relative to the vehicle, the occupant can easily brake the vehicle with a rough motion.

  Further, in the vehicle driving device 60, as described above, the steering input member 82 is relatively moved forward with respect to the vehicle against the urging force of the urging member 78, so that the vehicle is braked. At the time of braking, an inertial force directed toward the front side of the vehicle acts on the occupant, so that the occupant can move the steering input member 82 toward the front side of the vehicle using this inertial force. Further, the occupant can support the body by using the urging force of the urging member 78 acting on the steering input member 82 and directed toward the vehicle rear side. In other words, the braking operation of the vehicle driving device 60 is consistent with a natural operation for the occupant to support his / her body during vehicle braking, so that the operability of the braking operation is good.

  Further, in this vehicle driving device 60, the occupant does not need to twist his wrist when rotating the control knobs 126, 128 relative to the connecting members 106, 108 (acceleration operation). The steering operation can be performed by easily turning the control knobs 126 and 128 around the rotation shafts 90 and 92 without imposing a burden on the wrist. In other words, since the acceleration operation and the steering operation do not affect each other, it is easy to turn the vehicle while maintaining the vehicle speed constant.

  In the vehicle driving device 10 according to the first embodiment and the vehicle driving device 60 according to the second embodiment, the control knobs 22, 126, and 128 as acceleration operation units are rotated to rotate the vehicle. However, the present invention is not limited to this, and the acceleration operation unit may be a push button type, a slide lever type, or a push lever type.

  Further, in the vehicle driving apparatus 10 according to the first embodiment and the vehicle driving apparatus 60 according to the second embodiment, the controller 12 and the steering input member 82 as the apparatus main body are moved forward with respect to the vehicle. Although the vehicle is braked by relative movement, the present invention is not limited to this, and the vehicle may be braked by moving the apparatus main body relative to the vehicle in the width direction or the rearward direction.

1 is a perspective view showing a configuration of a vehicle driving device according to a first embodiment of the present invention. It is a perspective view showing the state where the device main part of the driving device for vehicles concerning a 1st embodiment of the present invention was moved relatively to the front side to vehicles. It is a perspective view which shows the structure of the principal part of the driving device for vehicles which concerns on the 1st Embodiment of this invention. It is a side view which shows the structure of the principal part of the driving device for vehicles which concerns on the 1st Embodiment of this invention. 1 is a side view showing a configuration of a main part of a vehicular driving apparatus according to a first embodiment of the present invention, showing a state in which an apparatus main body is relatively moved forward with respect to a vehicle. It is a perspective view which shows the structure of the driving device for vehicles which concerns on the 2nd Embodiment of this invention. It is a side view which shows the structure of the driving device for vehicles which concerns on the 2nd Embodiment of this invention. It is a side view which shows the state by which the apparatus main body of the driving device for vehicles which concerns on the 2nd Embodiment of this invention was relatively moved ahead with respect to the vehicle. It is a side view which shows the structure of the principal part of the driving device for vehicles which concerns on the 2nd Embodiment of this invention. It is a side view which shows the structure of the principal part of the driving device for vehicles which concerns on the 2nd Embodiment of this invention, and shows the state by which the apparatus main body was relatively moved ahead with respect to the vehicle. It is a front view which shows the structure of the principal part of the apparatus main body of the driving device for vehicles which concerns on the 2nd Embodiment of this invention. It is a front view which shows the structure of the principal part of the apparatus main body of the driving device for vehicles which concerns on the 2nd Embodiment of this invention. It is a front view which shows the structure of the principal part of the apparatus main body of the driving device for vehicles which concerns on the 2nd Embodiment of this invention.

Explanation of symbols

10. Vehicle driving device 12. Controller (device main body)
14 trunk 22 control knob (acceleration operation part)
38 Torsion coil spring (biasing means)
44 Potentiometer (detection means)
46 Rotating shaft 48 Pinion 52 Rack 54 Control device (control means)
56 Braking device 60 Vehicle driving device 78 Energizing member (urging means)
82 Steering input member (device main body)
126, 128 Control knob (acceleration operation part)
136 rack 148 potentiometer (detection means)
150 Rotating shaft 152 Pinion 154 Control device (control means)
156 Braking device

Claims (6)

An acceleration operation unit for accelerating the vehicle, and a device main body that moves relative to the vehicle by a braking operation;
Detecting means for detecting a relative movement amount of the apparatus main body with respect to the vehicle;
Control means for controlling the braking device of the vehicle based on the detection result of the detection means;
A vehicular driving apparatus comprising:   2. The apparatus according to claim 1, wherein the apparatus main body is relatively moved in the front-rear direction with respect to the vehicle, and the detection unit detects a relative movement amount of the apparatus main body forward with respect to the vehicle. Vehicle driving device.   The vehicular driving apparatus according to claim 2, further comprising an urging unit that urges the apparatus main body toward the vehicle rear side.   The apparatus main body has a trunk portion that is attached to be relatively movable with respect to the vehicle, and the acceleration operation portion is a control knob that is rotatably attached to the trunk portion, and the control knob includes a steering wheel of the vehicle. The vehicle operating device according to any one of claims 1 to 3, further comprising a steering operation unit for turning the vehicle.   2. The apparatus main body is a steering input member for turning a steering wheel of a vehicle, and the acceleration operation unit is a control knob that is rotatably attached to the steering input member. The vehicle driving device according to any one of claims 3 to 3.   The detection means includes a rotation shaft and a rotation amount detector for detecting a rotation amount of the rotation shaft, a pinion attached to the rotation shaft, and attached to the device main body and meshed with the pinion. The vehicle driving device according to any one of claims 1 to 5, further comprising a rack that rotates the pinion during the braking operation.

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